Urban rail FAO train safe operation system and method under bogie fault

Abstract

The invention discloses an urban rail FAO train safe operation system and method under bogie faults, and relates to the field of train safe operation, and the system comprises a dispatching command center system and a vehicle-mounted system; the dispatching command center system comprises an intelligent dispatching unit, an ATS, an interlocking unit and a ZC. The vehicle-mounted system comprises a fault monitoring unit, an ATP and an ATO. The intelligent scheduling unit dynamically generates and adjusts an operation plan according to the current train operation state and the passenger flow state; the ATS issues a route command according to the operation plan; after receiving the route command, the interlocking unit selects and arranges a route so as to ensure the safety of the route; the ZC is responsible for calculating MA and sending the MA to the vehicle-mounted system; and the train-mounted system controls safe operation of the train according to the MA. According to the method, the FAO train can still run when the train power system is partially invalid due to the bogie fault, the time for influencing the overall passenger flow transportation of the line by the train fault is shortened, and meanwhile, the safety of passengers on the train can be guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of safe train operation, and in particular to a system and method for safe operation of an urban rail FAO train under bogie failure. Background Art

[0002] In the existing FAO system, based on the fail-safe principle, when the monitoring system detects a bogie failure, the train is usually stopped by emergency braking. However, urban rail lines with long sections have large and regular passenger flow and prominent peak hours (such as the Beijing New Airport Line). If a train stops due to a bogie failure in the section, the faulty train may stay in the section for a long time, which will seriously disrupt the operation order of the line, affect passengers' travel plans, and cause serious operational risks. Summary of the invention

[0003] The purpose of the present invention is to provide a system and method for safe operation of urban rail FAO trains under bogie failure, which can ensure that the FAO train can continue to operate when the bogie failure causes partial failure of the train power system, reduce the time of the impact of the train failure on the overall passenger flow transportation of the line, and can alleviate the passenger flow pressure under the failure and restore the line to order as soon as possible. At the same time, since the train can run autonomously to the passenger evacuation point, the safety of passengers on the faulty train is guaranteed.

[0004] To achieve the above object, the present invention provides the following solutions:

[0005] In a first aspect, the present invention provides a safe operation system for an urban rail FAO train under a bogie failure, wherein the safe operation system for an urban rail FAO train under a bogie failure comprises: a dispatching command center system and an on-board system.

[0006] The dispatching command center system includes: an intelligent dispatching unit, an automatic train monitoring unit, an interlocking unit and a regional controller.

[0007] The intelligent dispatching unit is used to obtain fault information and generate a new operation plan according to the operation plan before the fault and the fault information; the fault information includes: the operation status information of the faulty train and the train fault information; the operation status information of the faulty train includes: the train number, the approved passenger capacity of the train, the train full load rate control coefficient, the train fault location, the train speed and the train passenger information; the train fault information includes: the maximum allowable speed of the train, the fault rate, the time when the train fault occurs and the distance between the time when the train fault occurs and the passenger evacuation point ahead; the operation plan before the fault includes: the planned departure time of each train on the line and the planned arrival time of each train; the new operation plan includes: the speed of the faulty train, the location of the passenger evacuation point, the new departure time of other trains on the line and the new planned arrival time.

[0008] The train automatic monitoring unit is used to generate a route command according to the new operation plan.

[0009] The interlocking unit is used to determine the selected route according to the new operation plan and the route command.

[0010] The area controller is used to generate a first movement authorization based on the new operation plan and the selected route; it is also used to generate a second movement authorization after the faulty train autonomously and safely runs to the passenger evacuation point and empties the passengers; the first movement authorization is used to run the faulty train to the passenger evacuation point; the second movement authorization is used to run the faulty train to the storage line or platform depot.

[0011] The vehicle-mounted system includes: a fault monitoring unit, a train automatic protection unit and a train automatic driving unit.

[0012] The fault monitoring unit is used to monitor fault information.

[0013] The train automatic protection unit is used to generate a safety protection model according to the new operation plan, the first movement authorization / the second movement authorization and the fault information; the safety protection model is a model determined based on a safety braking model.

[0014] The train automatic driving unit is used to generate a train control algorithm model based on the safety protection model and the fault information; the train control algorithm model is used to realize autonomous and safe operation of the train.

[0015] In a second aspect, the present invention provides a method for safe operation of an urban rail FAO train under a bogie failure, the method for safe operation of an urban rail FAO train under a bogie failure comprising:

[0016] Obtain fault information; the fault information includes: fault train operation status information and train fault information; the fault train operation status information includes: train number, train rated passenger capacity, train full load control coefficient, train fault location, train speed and train passenger information; the train fault information includes: train maximum allowable speed, fault rate, train fault occurrence time and the distance between the train fault occurrence time and the passenger evacuation point ahead.

[0017] A new operation plan is generated according to the operation plan before the fault and the fault information; the operation plan before the fault includes: the planned departure time of each train on the line and the planned arrival time of each train; the new operation plan includes: the speed of the faulty train, the location of the passenger evacuation point, the new departure time of other trains on the line and the new planned arrival time.

[0018] According to the new operation plan, a route command is generated.

[0019] The selected route is determined based on the new operation plan and the route command.

[0020] A first movement authorization is generated according to the new operation plan and the selected route; the first movement authorization is used to operate the faulty train to the passenger evacuation point.

[0021] A first safety protection model is generated according to the new operation plan, the first movement authorization and the fault information; the first safety protection model is a model determined based on a safety braking model.

[0022] A first train control algorithm model is generated according to the first safety protection model and the fault information; the first train control algorithm model is used to realize autonomous and safe operation of the train to the passenger evacuation point.

[0023] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0024] The present invention provides a system and method for safe operation of an urban rail FAO train under bogie failure, the system comprising: a dispatching command center system and an on-board system; wherein the dispatching command center system comprises: an intelligent dispatching unit, a train automatic monitoring unit, an interlocking unit and a regional controller; the on-board system comprises: a fault monitoring unit, a train automatic protection unit and a train automatic driving unit; the intelligent dispatching unit dynamically generates and adjusts the operation plan according to the current train operation status and passenger flow status; the train automatic monitoring unit is responsible for issuing route commands according to the operation plan; the interlocking unit selects the route after receiving the route command to ensure the safety of the route; the regional controller is responsible for calculating the mobile authorization and sending it to the on-board system; the on-board system controls the safe operation of the train according to the mobile authorization. The present invention can ensure that the FAO train can continue to operate when a bogie failure causes a partial failure of the train power system, reduce the time of the train failure affecting the overall passenger flow transportation of the line, and can alleviate the passenger flow pressure under the failure and restore the line to order as soon as possible. At the same time, since the train can autonomously run to the passenger evacuation point, the safety of passengers on the faulty train is guaranteed. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 A schematic structural diagram of a safe operation system for an urban rail FAO train under a bogie failure provided by an embodiment of the present invention.

[0027] Figure 2 A schematic diagram of the operation flow of the dispatching command center system under bogie failure provided by one embodiment of the present invention.

[0028] Figure 3 A schematic diagram of the operation flow of the on-board system under bogie failure provided by one embodiment of the present invention.

[0029] Figure 4 This is a diagram of the application environment of a method for safe operation of an urban rail FAO train under a bogie failure in one embodiment of the present invention.

[0030] Figure 5 A schematic flow chart of a method for safe operation of an urban rail FAO train under bogie failure provided by one embodiment of the present invention.

[0031] Figure 6 A schematic diagram of the structure of a computer device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0033] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] The present invention enables the faulty train to safely and autonomously run to the passenger evacuation point by autonomously evaluating the train status and changing the train control algorithm and protection model in real time. The intelligent dispatching unit is responsible for dynamically updating the line operation plan to ensure the minimum passenger flow aggregation and rapid restoration of operation order.

[0035] The full names and meanings of the English abbreviations are shown in Table 1.

[0036] Table 1 Full names and meanings of English abbreviations

[0037] Abbreviations English full name meaning FAO FullyAutomaticOperation Fully automatic operation system ATO AutomaticTrainOperation Autonomous train driving ATP AutomaticTrainProtection Automatic train protection ATS AutomaticTrainSupervision Automatic train monitoring MA MovementAuthority Mobile authorization ZC ZoneController Zone Controller

[0038] like Figure 1 As shown, the present invention provides a safe operation system for an urban rail FAO train under a bogie failure, and the safe operation system for an urban rail FAO train under a bogie failure includes: a dispatching command center system and an on-board system.

[0039] The dispatching command center system includes: an intelligent dispatching unit, an automatic train monitoring unit, an interlocking unit and a regional controller.

[0040] The intelligent dispatching unit is used to obtain fault information and generate a new operation plan according to the operation plan before the fault and the fault information; the fault information includes: the operation status information of the faulty train and the train fault information; the operation status information of the faulty train includes: the train number, the approved passenger capacity of the train, the train full load rate control coefficient, the train fault location, the train speed and the train passenger information; the train fault information includes: the maximum allowable speed of the train, the fault rate, the time when the train fault occurs and the distance between the time when the train fault occurs and the passenger evacuation point ahead; the operation plan before the fault includes: the planned departure time of each train on the line and the planned arrival time of each train; the new operation plan includes: the speed of the faulty train, the location of the passenger evacuation point, the new departure time of other trains on the line and the new planned arrival time.

[0041] The train automatic monitoring unit is used to generate a route command according to the new operation plan.

[0042] The interlocking unit is used to determine the selected route according to the new operation plan and the route command.

[0043] The area controller is used to generate a first movement authorization based on the new operation plan and the selected route; it is also used to generate a second movement authorization after the faulty train autonomously and safely runs to the passenger evacuation point and empties the passengers; the first movement authorization is used to run the faulty train to the passenger evacuation point; the second movement authorization is used to run the faulty train to the storage line or platform depot.

[0044] The vehicle-mounted system includes: a fault monitoring unit, a train automatic protection unit and a train automatic driving unit.

[0045] The fault monitoring unit is used to monitor fault information.

[0046] The train automatic protection unit is used to generate a safety protection model according to the new operation plan, the first movement authorization / the second movement authorization and the fault information; the safety protection model is a model determined based on a safety braking model.

[0047] The train automatic driving unit is used to generate a train control algorithm model based on the safety protection model and the fault information; the train control algorithm model is used to realize autonomous and safe operation of the train.

[0048] The system is mainly composed of a dispatching command center system and an onboard system, that is, the system is implemented by the cooperation of the onboard system and the dispatching command center system. Among them, the dispatching command center system includes an intelligent dispatching unit, ATS, interlocking and ZC. The intelligent dispatching unit dynamically generates and adjusts the operation plan according to the current train operation status and passenger flow status; ATS is responsible for issuing route commands according to the operation plan; after receiving the route command, the interlocking selects the route to ensure route safety; ZC is responsible for calculating MA and sending it to the onboard system; the onboard system controls the safe operation of the train according to the mobile authorization.

[0049] When a FAO train has a bogie failure that causes a partial failure of the power system, the train loses some traction / braking force. This system can enable the train to continue to run safely to the passenger evacuation point, ensuring passenger travel safety and minimizing train delays.

[0050] In an exemplary embodiment, in the intelligent scheduling unit, a new operation plan is generated according to the pre-fault operation plan and the fault information, specifically including:

[0051] Construct an optimized total train delay time model; the optimized total train delay time model is a model established based on the actual arrival time and planned arrival time of each train.

[0052] The heuristic algorithm is used to solve the optimal total train delay time model to generate a new operation plan.

[0053] In an exemplary embodiment, the intelligent dispatching unit is also used to determine the risk evaluation index of different passenger flow gatherings according to the pre-fault operation plan, the number of stranded passengers at the evacuation point and the congestion of other stations on the line after the faulty train goes offline.

[0054] According to the risk evaluation index of the different passenger flow aggregations, a heuristic algorithm is used to generate an operation diagram.

[0055] In this embodiment, when a bogie failure occurs in a FAO train, resulting in a partial failure of the power system, the intelligent dispatching unit obtains the operating status information and train fault information of the faulty train; the operating status information of the faulty train includes: train number, train rated passenger capacity, train full load control coefficient, train fault location, train speed and train passenger information; the train fault information includes: the maximum allowable speed of the train, the failure rate, the time when the train failure occurs and the distance between the time when the train failure occurs and the passenger evacuation point ahead.

[0056] Then, the intelligent dispatch unit runs according to the pre-failure plan. The fault train operation status information and train fault information are used to construct an optimal train total delay time model, and a heuristic algorithm is used to solve the optimal train total delay time model to generate a new operation plan. The pre-failure operation plan Including: the planned departure time and arrival time of each train on the line; the new operation plan These include: the speed of the faulty train, the location of the passenger evacuation point, the new departure times of other trains on the line, and the new planned arrival times.

[0057] ATS generates an approach command according to the new operation plan; interlocking determines the route selection according to the route command issued by ATS and the new operation plan; ZC generates the first MA according to the new operation plan and the route selection; after the train on-board system autonomously and safely operates the faulty train to the passenger evacuation point and evacuates the passengers according to the new operation plan and the first MA, ZC will generate the second MA until the train reaches the storage line or vehicle depot, at which time the faulty train goes offline.

[0058] When the faulty train leaves the line, risk evaluation indicators for different passenger flow aggregations are determined based on the pre-fault operation plan, the number of stranded passengers at the evacuation point, and the congestion of other stations on the line; based on the risk evaluation indicators for different passenger flow aggregations, a heuristic algorithm is used to generate a new operation diagram.

[0059] The present invention is a fully automatic operation system (FAO) train that realizes continuous and safe operation without a driver under the scenario of a bogie failure in an urban rail train, under the coordination of train autonomous perception and dispatching center control. When the train detects a bogie failure, the train fault diagnosis system evaluates the impact of the bogie failure on the train power system, and coordinates with central systems such as the intelligent dispatching unit to regenerate the train operation plan. After a bogie failure occurs, the on-board system combines the current train fault diagnosis system's evaluation of the train power system to regenerate the control model and protection model, and continues driving according to the mobile authorization generated by the center to ensure that the faulty train can safely run to the passenger evacuation point. The faulty train is then quickly taken offline, and the intelligent dispatching unit dynamically generates an operation plan to quickly restore the operating order and achieve transport capacity recovery.

[0060] The dispatching command center system is mainly composed of intelligent dispatching units, ATS, interlocking and ZC systems. It is mainly responsible for dynamically adjusting the operation plan according to the current operation status of the train, ensuring the safe operation and offline of the faulty train, so as to restore the operation order as soon as possible. Figure 2 shown.

[0061] Step A1: The intelligent dispatching unit receives the status of the faulty train. The intelligent dispatching unit receives the train operation status information sent by the onboard system of the faulty train: train number, train approved passenger capacity, train full load control coefficient, train fault location, train speed and train passenger information; train fault information: train maximum allowable speed, fault rate, train fault occurrence time and the distance between the train fault occurrence time and the passenger evacuation point ahead. According to the fault rate Ψ, evaluate whether the conditions for continued operation are met. The fault rate Ψ is calculated as follows:

[0062] Ψ=σ×(1+θ) (1);

[0063] Among them, Ψ is the failure rate, σ is the percentage of train power loss, and θ is the train load rate. When the failure rate is greater than 1.8, the faulty train is considered unsuitable for continued operation.

[0064] Step A2: The intelligent scheduling unit generates a new operation plan. The intelligent scheduling unit generates a new operation plan based on the existing operation plan. The time when the train k fault occurred The distance s between the train and the passenger evacuation point ahead k , the maximum permissible speed of the faulty train v k , the approved passenger capacity of the faulty train and train load factor control coefficient λ, thus calculating the actual arrival time t of train k k,arr Then, based on the planned departure time, planned arrival time and other trains on the line, we build an optimal total train delay time model to minimize the total delay time of all trains. We use the heuristic algorithm to solve and generate a new operation plan. The optimal train total delay time model is as follows:

[0065]

[0066]

[0067] Among them, d k is the delay time of train k, t k,arr is the actual arrival time, T k,arr is the planned arrival time, is the total number of trains.

[0068] Step A3: The intelligent dispatching unit sends a command to the faulty vehicle. The intelligent dispatching unit sends the new passenger evacuation point location to the vehicle system based on the newly generated operation plan. (Vehicle system step B2)

[0069] Step A4: The intelligent dispatching unit sends commands to the onboard systems of other vehicles on the line. The trains on the line decide when to depart based on the new operation plan generated by the intelligent dispatching unit.

[0070] Step A5: ZC regenerates MA. The scheduling system will generate the newly generated operation plan Sent to ZC. ZC reports the maximum permissible speed v of the train according to the train lim The information and the operation plan issued by the intelligent dispatching unit are used to call the electronic map to select the logical section and obtain the speed limit of each section to generate a new MA.

[0071] Step A6: The intelligent dispatching unit continuously monitors:

[0072] Step A61: Faulty train goes offline:

[0073] When the train runs to the passenger evacuation point and clears the passengers, the ZC will generate a new MA until the train reaches the storage line or platform depot, at which time the faulty train goes off the line.

[0074] Step A62: The intelligent scheduling unit generates a new operation plan:

[0075] After the faulty train is offline, the intelligent dispatching unit will dispatch the train according to the pre-fault operation plan. The number of passengers stranded at the evacuation point p k , the congestion degree of other stations on the line ω i , evaluate the degree of passenger flow aggregation. Based on the risk evaluation index of passenger flow aggregation, the operation diagram is regenerated using the same algorithm as in step A2. So that the station can follow the new operation diagram Carry out subsequent related work such as receiving and dispatching trains. Adopt strategies such as adding trains and challenging operation to achieve rapid recovery of transportation capacity.

[0076] In addition, when a bogie interruption fault occurs, additional traction trains can be added to assist the faulty train to leave the section. However, this method is time-consuming, has a great impact on the recovery of the section's transportation capacity, and has certain safety risks. In addition, if there is no intelligent dispatching unit and only manual dispatching is relied on, the fault recovery time may be greatly delayed.

[0077] The vehicle-mounted system consists of a fault diagnosis and monitoring system, an ATP system, and an ATO system. The working principle is as follows: Figure 3 The onboard system is responsible for ensuring the safe movement of the train, and its working principle is as follows:

[0078] Step B1: The fault diagnosis system evaluates the train power system. When the fault diagnosis system detects a bogie fault, it evaluates the train power system in real time according to the current power fault status and performs parameter processing to set the maximum allowable train speed v lim and train control input interval [u min ,u max ] as part of the train control algorithm model and safety protection model.

[0079] Step B2: Receive the updated operation plan. The central dispatching system regenerates the train operation plan based on the maximum allowable speed in the fault train status information. After receiving the operation plan, the train will autonomously and safely run to the passenger evacuation point. (Step A2 of the dispatching command center system)

[0080] Step B3: The faulty train operates autonomously and safely.

[0081] Step B31: Dynamically generate a train control algorithm model. The onboard ATO adjusts the train control algorithm model related information in real time according to the train dynamics parameters evaluated by the fault detection system to achieve autonomous and safe train operation. The calculation method of the ATO recommended speed vr is:

[0082] v r =v ebi -Δv (4);

[0083] Among them, Δv is the speed margin, and its value is set according to the speed control deviation, v ebi is the current emergency braking trigger speed of the train. ATO controls the train speed according to the recommended speed, and the control method can be MPC control. The MPC optimization control model (i.e., the train control algorithm model) is as follows:

[0084]

[0085] Where vk|t is the running speed of train k at time t, N p is the prediction domain of the MPC controller, v r Recommended speed for the train automatic driving unit, v lim is the maximum permissible speed of the train, u is the optimal control input, and u min is the minimum control input, u max is the maximum control input.

[0086] MPC calculates the optimal control input u by minimizing the objective function.

[0087] Step B32: Calculate the safety protection model. The onboard ATP generates a safety protection model at low speed based on the current train speed information, route and MA information, using the safety braking model specified in IEEE standard 1474.1, to ensure that the train runs safely to the passenger evacuation point. The ATP system combines the MA and the speed limit value V within the MA range. Max Calculate the current emergency brake triggering speed v of the train ebi Let v(x) be the speed of the train at a distance x from the initial position calculated according to the safety braking model, v max (x) is based on V MaxThe calculated speed limit of the train at the distance x from the initial position is v ebi The calculation algorithm is:

[0088] maxv(0) makes v(x MA )=0 and v(x)<v max (x).

[0089] Step B4: The train runs to the passenger evacuation point. After the passengers in the carriage are emptied, the train is derailed in the dispatching system and quickly stops at the storage line or platform depot according to the operation plan.

[0090] The present invention can ensure that the FAO train can continue to run when a bogie failure causes a partial failure of the train power system, reducing the time that the train failure affects the overall passenger flow transportation of the line, alleviating the passenger flow pressure under the failure and restoring order on the line as soon as possible. At the same time, since the train can autonomously run to the passenger evacuation point, the safety of passengers on the faulty train is guaranteed.

[0091] The advantages of the present invention come from the intelligent dispatching unit and the on-board autonomous operation system. The intelligent dispatching unit ensures that the train operation plan is dynamically adjusted and matched with the passenger flow in the fault scenario, achieving zero waste of transportation capacity. The on-board autonomous operation system ensures that the train can still safely and autonomously run to the passenger evacuation point in the case of partial failure, ensuring the safety of passengers.

[0092] Based on the same inventive concept, the embodiment of the present invention also provides a safe operation method for realizing the safe operation system of the urban rail FAO train under the bogie failure involved above. The implementation scheme for solving the problem provided by the method is similar to the implementation scheme recorded in the above method, so the specific limitations in the embodiments of the safe operation method of the urban rail FAO train under one or more bogie failures provided below can refer to the limitations of the safe operation system of the urban rail FAO train under the bogie failure above, and will not be repeated here.

[0093] The method for safe operation of an urban rail FAO train under a bogie fault provided by the embodiment of the present invention can be applied to Figure 4In the application environment shown. Among them, the terminal 102 communicates with the server 104 through the network. The data storage system can store the data that the server 104 needs to process. The data storage system can be set up separately, integrated on the server 104, or placed on the cloud or other servers. The terminal 102 can send fault information to the server 104, and the fault information includes: fault train operation status information and train fault information; the fault train operation status information includes: train number, train approved passenger capacity, train full load rate control coefficient, train fault location, train speed and train passenger information; the train fault information includes: the maximum allowable speed of the train, the fault rate, the time when the train fault occurs, and the distance between the time when the train fault occurs and the passenger evacuation point ahead; after the server 104 receives the fault information, for the fault information, the server 104 generates a new operation plan based on the pre-fault operation plan and the fault information; the pre-fault operation plan includes: the planned departure time of each train on the line and the planned arrival time of each train; the new operation plan includes :The speed of the faulty train, the location of the passenger evacuation point, the new departure time of other trains on the line and the new planned arrival time; according to the new operation plan, generate a route command; according to the new operation plan and the route command, determine the selected route; according to the new operation plan and the selected route, generate a first movement authorization; the first movement authorization is used to run the faulty train to the passenger evacuation point; according to the new operation plan, the first movement authorization and the fault information, generate a first safety protection model; the first safety protection model is a model determined based on the safety braking model; according to the first safety protection model and the fault information, generate a first train control algorithm model; the first train control algorithm model is used to realize the autonomous and safe operation of the train to the passenger evacuation point. The server 104 can feedback the obtained first train control algorithm model to the terminal 102. In addition, in some embodiments, the safe operation method of the urban rail FAO train under bogie fault can also be implemented by the server 104 or the terminal 102 alone, such as the terminal 102 can directly perform safe operation processing on the fault information, or the server 104 can obtain the fault information from the data storage system and perform safe operation processing on the fault information.

[0094] The terminal 102 may be, but is not limited to, various desktop computers, laptop computers, smart phones, and tablet computers. The server 104 may be implemented as an independent server or a server cluster consisting of multiple servers, or may be a cloud server.

[0095] In an exemplary embodiment, Figure 5As shown, a method for safe operation of urban rail FAO trains under bogie failure is provided. The method is executed by a computer device, and can be executed by a computer device such as a terminal or a server alone, or by a terminal and a server together. In an embodiment of the present invention, the method is applied to Figure 4 The server 104 in the example is used for explanation, and the steps include the following steps S1 to S7.

[0096] in:

[0097] S1: Obtain fault information; the fault information includes: fault train operation status information and train fault information; the fault train operation status information includes: train number, train approved passenger capacity, train full load control coefficient, train fault location, train speed and train passenger information; the train fault information includes: train maximum allowable speed, fault rate, train fault occurrence time and the distance between the train fault occurrence time and the front passenger evacuation point.

[0098] S2: Generate a new operation plan based on the operation plan before the fault and the fault information; the operation plan before the fault includes: the planned departure time of each train on the line and the planned arrival time of each train; the new operation plan includes: the speed of the faulty train, the location of the passenger evacuation point, the new departure time of other trains on the line and the new planned arrival time.

[0099] S3: Generate a route command according to the new operation plan.

[0100] S4: Determine the selected route according to the new operation plan and the route command.

[0101] S5: Generate a first movement authorization based on the new operation plan and the selected route; the first movement authorization is used to operate the faulty train to the passenger evacuation point.

[0102] S6: Generate a first safety protection model according to the new operation plan, the first movement authorization and the fault information; the first safety protection model is a model determined based on a safety braking model.

[0103] S7: Generate a first train control algorithm model based on the first safety protection model and the fault information; the first train control algorithm model is used to realize autonomous and safe operation of the train to the passenger evacuation point.

[0104] Implementing the above steps S1 to S7 can ensure that the FAO train can continue to run when a bogie failure causes a partial failure of the train power system, reduce the time the train failure affects the overall passenger flow transportation of the line, and can alleviate the passenger flow pressure under the failure and restore the line to order as soon as possible. At the same time, since the train can run autonomously to the passenger evacuation point, the safety of passengers on the faulty train is guaranteed.

[0105] In another exemplary embodiment of the present invention, the method for safe operation of an urban rail FAO train under a bogie failure further includes:

[0106] S8: After the faulty train autonomously and safely runs to the passenger evacuation point and clears the passengers, a second movement authorization is generated; the second movement authorization is used to run the faulty train to the storage line or platform depot.

[0107] S9: Generate a second safety protection model according to the new operation plan, the second movement authorization and the fault information; the second safety protection model is a model determined based on the safety braking model.

[0108] S10: Generate a second train control algorithm model according to the second safety protection model and the fault information; the second train control algorithm model is used to realize autonomous and safe operation of the train to the storage section or the platform depot.

[0109] In another exemplary embodiment of the present invention, in step S2, specifically including:

[0110] S201: Constructing an optimized total train delay time model; the optimized total train delay time model is a model established based on the actual arrival time and planned arrival time of each train.

[0111] S202: Using a heuristic algorithm to solve the optimal total train delay time model, and generating a new operation plan.

[0112] In another exemplary embodiment of the present invention, the method for safe operation of an urban rail FAO train under a bogie failure further includes:

[0113] S11: When the faulty train is off the line, the risk evaluation indexes of different passenger flow gatherings are determined according to the pre-fault operation plan, the number of stranded passengers at the evacuation point and the congestion of other stations on the line.

[0114] S12: Generate an operation diagram using a heuristic algorithm based on the risk evaluation index of the different passenger flow aggregations.

[0115] The present invention also provides an application scenario, which applies the above-mentioned method for safe operation of urban rail FAO trains under bogie failure. Specifically: The method for safe operation of urban rail FAO trains under bogie failure provided in this embodiment can be applied in the bogie failure scenario of urban rail trains. This scenario includes: a fault information acquisition link, a new operation plan generation link and an autonomous safe operation link; when the train detects a bogie failure, the train fault diagnosis system evaluates the impact of the bogie failure on the train power system, and coordinates with central systems such as the intelligent dispatching unit to regenerate the train operation plan. After a bogie failure occurs, the on-board system combines the current train fault diagnosis system's evaluation of the train power system to regenerate the control model and protection model, and continues driving according to the mobile authorization generated by the center to ensure that the faulty vehicle can safely run to the passenger evacuation point. Subsequently, the faulty train is quickly taken offline, and the intelligent dispatching unit dynamically generates an operation plan to quickly restore the operating order and achieve transport capacity recovery.

[0116] In an exemplary embodiment, a computer device is provided. The computer device may be a server or a terminal. The internal structure diagram thereof may be as follows: Figure 6 As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. Among them, the processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store fault information. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a method for safe operation of an urban rail FAO train under a bogie fault is implemented.

[0117] Those skilled in the art will understand that Figure 6 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present invention, and does not constitute a limitation on the computer device to which the solution of the present invention is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0118] In an exemplary embodiment, a computer device is further provided, including a memory and a processor, wherein a computer program is stored in the memory, and the above-mentioned method embodiments are implemented when the processor executes the computer program.

[0119] In an exemplary embodiment, a computer-readable storage medium is provided, storing a computer program, and when the computer program is executed by a processor, the above-mentioned method embodiments are implemented.

[0120] In an exemplary embodiment, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the above-mentioned method embodiments are implemented.

[0121] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in the present invention are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0122] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided by the present invention can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM may be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM).

[0123] The database involved in each embodiment provided by the present invention may include at least one of a relational database and a non-relational database. The non-relational database may include a distributed database based on blockchain, etc., but is not limited thereto. The processor involved in each embodiment provided by the present invention may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but is not limited thereto.

[0124] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0125] The principles and implementation methods of the present invention are described in this article using specific examples. The description of the above embodiments is only used to help understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A safe operation system for urban rail FAO trains under bogie failure, characterized in that: The urban rail FAO train safe operation system under bogie failure includes: a dispatching command center system and an on-board system; The dispatching command center system includes: an intelligent dispatching unit, an automatic train monitoring unit, an interlocking unit and a regional controller; The intelligent dispatching unit is used to obtain fault information and generate a new operation plan according to the operation plan before the fault and the fault information; the fault information includes: the operation status information of the faulty train and the train fault information; the operation status information of the faulty train includes: the train number, the approved passenger capacity of the train, the train full load rate control coefficient, the train fault location, the train speed and the train passenger information; the train fault information includes: the maximum allowable speed of the train, the fault rate, the time when the train fault occurs and the distance between the time when the train fault occurs and the passenger evacuation point ahead; the operation plan before the fault includes: the planned departure time of each train on the line and the planned arrival time of each train; the new operation plan includes: the speed of the faulty train, the location of the passenger evacuation point, the new departure time of other trains on the line and the new planned arrival time; The train automatic monitoring unit is used to generate a route command according to the new operation plan; The interlocking unit is used to determine the selected route according to the new operation plan and the route command; The zone controller is used to generate a first movement authorization according to the new operation plan and the selected route; and is also used to generate a second movement authorization after the faulty train autonomously and safely runs to the passenger evacuation point and evacuates the passengers; the first movement authorization is used to run the faulty train to the passenger evacuation point; the second movement authorization is used to run the faulty train to the storage line or platform depot; The vehicle-mounted system includes: a fault monitoring unit, a train automatic protection unit and a train automatic driving unit; The fault monitoring unit is used to monitor fault information; The train automatic protection unit is used to generate a safety protection model according to the new operation plan, the first movement authorization / the second movement authorization and the fault information; the safety protection model is a model determined based on a safety braking model; The train automatic driving unit is used to generate a train control algorithm model based on the safety protection model and the fault information; the train control algorithm model is used to realize autonomous and safe operation of the train.

2. The urban rail FAO train safe operation system under bogie failure according to claim 1 is characterized in that: In the intelligent scheduling unit, a new operation plan is generated according to the pre-fault operation plan and the fault information, specifically including: Constructing an optimized total train delay time model; the optimized total train delay time model is a model established based on the actual arrival time and the planned arrival time of each train; The heuristic algorithm is used to solve the optimal total train delay time model to generate a new operation plan.

3. The urban rail FAO train safe operation system under bogie failure according to claim 1 is characterized in that: The intelligent dispatching unit is also used to determine the risk evaluation index of different passenger flow gatherings according to the pre-fault operation plan, the number of stranded passengers at the evacuation point and the congestion of other stations on the line after the faulty train goes offline; According to the risk evaluation index of the different passenger flow aggregations, a heuristic algorithm is used to generate an operation diagram.

4. The urban rail FAO train safe operation system under bogie failure according to claim 2, characterized in that: The expression of the optimal total train delay time model is: Among them, d k is the delay time of train k, t k,arr is the actual arrival time, T k,arr is the planned arrival time, is the total number of trains.

5. The urban rail FAO train safe operation system under bogie failure according to claim 1, characterized in that: The calculation formula of the failure rate is: Ψ=σ×(1+θ); Among them, Ψ is the failure rate, σ is the percentage of train power loss, and θ is the train load factor.

6. The urban rail FAO train safe operation system under bogie failure according to claim 1, characterized in that: The expression of the train control algorithm model is: Among them, vk | t is the running speed of train k at time t, N p is the prediction domain of the MPC controller, v r Recommended speed for the train automatic driving unit, v lim is the maximum permissible speed of the train, u is the optimal control input, and u min is the minimum control input, u max is the maximum control input.

7. A method for safe operation of urban rail FAO trains under bogie failure, characterized in that: The method for safe operation of an urban rail FAO train under a bogie fault comprises: Acquire fault information; the fault information includes: fault train operation status information and train fault information; the fault train operation status information includes: train number, train approved passenger capacity, train full load control coefficient, train fault location, train speed and train passenger information; the train fault information includes: train maximum allowable speed, fault rate, train fault occurrence time and the distance between the train fault occurrence time and the front passenger evacuation point; Generate a new operation plan based on the pre-fault operation plan and the fault information; the pre-fault operation plan includes: the planned departure time of each train on the line and the planned arrival time of each train; the new operation plan includes: the speed of the faulty train, the location of the passenger evacuation point, the new departure time and the new planned arrival time of other trains on the line; generating a route command according to the new operation plan; Determine the route selection according to the new operation plan and the route command; Generate a first movement authorization according to the new operation plan and the selected route; the first movement authorization is used to operate the faulty train to a passenger evacuation point; Generate a first safety protection model according to the new operation plan, the first movement authorization and the fault information; the first safety protection model is a model determined based on a safety braking model; A first train control algorithm model is generated according to the first safety protection model and the fault information; the first train control algorithm model is used to realize autonomous and safe operation of the train to the passenger evacuation point.

8. The method for safe operation of urban rail FAO trains under bogie failure according to claim 7, characterized in that: The method for safe operation of an urban rail FAO train under bogie failure also includes: When the faulty train autonomously and safely runs to the passenger evacuation point and clears the passengers, a second movement authorization is generated; the second movement authorization is used to run the faulty train to the storage line or platform depot; Generate a second safety protection model according to the new operation plan, the second movement authorization and the fault information; the second safety protection model is a model determined based on the safety braking model; A second train control algorithm model is generated according to the second safety protection model and the fault information; the second train control algorithm model is used to realize autonomous and safe operation of the train to the storage section or the platform vehicle section.

9. The method for safe operation of urban rail FAO trains under bogie failure according to claim 7, characterized in that: Generate a new operation plan based on the pre-fault operation plan and the fault information, including: Constructing an optimized total train delay time model; the optimized total train delay time model is a model established based on the actual arrival time and the planned arrival time of each train; The heuristic algorithm is used to solve the optimal total train delay time model to generate a new operation plan.

10. The method for safe operation of urban rail FAO trains under bogie failure according to claim 7, characterized in that: The method for safe operation of an urban rail FAO train under bogie failure also includes: When the faulty train is off the line, the risk evaluation indexes of different passenger flow gatherings are determined according to the pre-fault operation plan, the number of stranded passengers at the evacuation point and the congestion of other stations on the line; According to the risk evaluation index of the different passenger flow aggregations, a heuristic algorithm is used to generate an operation diagram.

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