A system and method for safe operation of urban rail FAO train under bogie failure

Abstract

The present invention discloses a system and method for the safe operation of an urban rail FAO train under bogie failure, relating to the field of safe train operation. The system comprises a dispatching and command center system and an onboard system. The dispatching and command center system comprises an intelligent dispatching unit, an automated transmission system (ATS), an interlocking unit, and a control center (ZC). The onboard system comprises a fault monitoring unit, an ATP, and an automated time-of-flight (ATO). The intelligent dispatching unit dynamically generates and adjusts the operation plan based on the current train operation status and passenger flow. The ATS issues route commands based on the operation plan. The interlocking unit selects a route after receiving the route command to ensure route safety. The ZC is responsible for calculating the moving average (MA) and sending it to the onboard system. The onboard system controls the safe operation of the train based on the MA. The present invention ensures that an FAO train can continue to operate even if a bogie failure causes partial failure of the train's power system, reducing the duration of the train failure's impact on the overall passenger flow of the line while ensuring the safety of passengers on the train.

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] Existing FAO systems, based on the fail-safe principle, typically employ emergency braking to stop a train when the monitoring system detects a bogie failure. However, urban rail lines with long sections, such as the Beijing New Airport Line, have high and regular passenger traffic, especially during peak hours. If a bogie failure causes a train to stop within this section, the faulty train could remain stationary for an extended period, severely disrupting line operations, affecting passenger travel plans, and posing significant operational risks. Summary of the Invention

[0003] The purpose of this invention is to provide a system and method for the safe operation of urban rail FAO trains in the event of a bogie failure. This system ensures that FAO trains can continue to operate even if a bogie failure causes a partial failure of the train's power system. This reduces the duration of the train failure's impact on overall passenger flow along the line, alleviates passenger pressure caused by the failure, and restores line order as quickly as possible. Furthermore, because the train can autonomously operate to a passenger evacuation point, the safety of passengers on the faulty train is ensured.

[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 onboard 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 scheduling unit is used to obtain fault information and generate a new operation plan based on the pre-fault operation plan and the fault information; the fault information includes: the operating status information of the faulty train and the train fault information; the operating status information of the faulty train includes: the train number, the train's approved passenger capacity, the train's 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 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.

[0008] The automatic train 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 based on 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 on-board 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 safely operating an urban rail FAO train under a bogie failure, the method 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 approved passenger capacity, train load rate 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 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.

[0018] According to the new operation plan, an approach 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 based on the first safety protection model and the fault information; the first train control algorithm model is used to enable the train to operate autonomously and safely to a 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 the safe operation of urban rail FAO trains under bogie failure. The system comprises a dispatching and command center system and an onboard system. The dispatching and command center system includes an intelligent dispatching unit, an automatic train monitoring unit, an interlocking unit, and a zone controller. The onboard system includes a fault monitoring unit, an automatic train protection unit, and an automatic train driving unit. The intelligent dispatching unit dynamically generates and adjusts the operation plan based on the current train operating status and passenger flow. The automatic train monitoring unit is responsible for issuing route commands based on the operation plan. Upon receiving the route commands, the interlocking unit selects a route to ensure route safety. The zone controller is responsible for calculating movement authorizations and sending them to the onboard system. The onboard system controls the safe operation of the train based on the movement authorizations. The present invention ensures that FAO trains can continue to operate even if a bogie failure causes partial failure of the train's power system. This reduces the duration of the train failure's impact on overall passenger flow on the line, alleviates passenger pressure caused by the failure, and quickly restores the line to normal operation. Furthermore, because the train can autonomously move to a passenger evacuation point, the safety of passengers on the faulty train is ensured. 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 following briefly introduces the drawings required for use in the embodiments. 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 any creative work.

[0026] Figure 1 A schematic structural diagram of a safe operation system for an urban rail FAO train under bogie failure provided by one 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 This is a schematic diagram of the on-board system operation flow in the event of a bogie failure provided by one embodiment of the present invention.

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

[0030] Figure 5 A 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 in one embodiment of the present invention. DETAILED DESCRIPTION

[0032] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 making creative efforts 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] This system autonomously assesses train status and adjusts control algorithms and protection models in real time, enabling faulty trains to safely and autonomously move to passenger evacuation points. An intelligent dispatching unit dynamically updates line operation plans, ensuring minimal passenger congestion and rapid restoration of operational 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] English abbreviation Full English name meaning FAO FullyAutomaticOperation Fully automatic operation system ATO AutomaticTrainOperation Autonomous train driving ATP AutomaticTrainProtection Automatic train protection ATS AutomaticTrainSupervision Automatic train monitoring MA Movement Authority 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 scheduling unit is used to obtain fault information and generate a new operation plan based on the pre-fault operation plan and the fault information; the fault information includes: the operating status information of the faulty train and the train fault information; the operating status information of the faulty train includes: the train number, the train's approved passenger capacity, the train's 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 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.

[0041] The automatic train 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 based on 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 on-board 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 primarily consists of a dispatching and command center system and an onboard system. This system is implemented through the collaboration of the onboard and dispatching and command center systems. The dispatching and command center system includes an intelligent dispatching unit, an automated train system (ATS), interlocking systems, and a control center (ZC). The intelligent dispatching unit dynamically generates and adjusts the operation plan based on the current train operating status and passenger flow. The ATS is responsible for issuing route commands based on the operation plan. Upon receiving the route commands, the interlocking system selects routes to ensure route safety. The ZC is responsible for calculating the moving average (MA) and transmitting it to the onboard system. The onboard system controls the safe operation of the train based on mobile authorization.

[0049] When a bogie failure on an FAO train causes a partial powertrain failure, resulting in a partial loss of traction and braking power, this system allows the train to continue running safely to the passenger evacuation point, ensuring passenger safety and minimizing train delays.

[0050] In an exemplary embodiment, in the intelligent scheduling unit, generating a new operation plan based on the pre-fault operation plan and the fault information specifically includes:

[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] A 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 risk evaluation indicators of different passenger flow gatherings 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 after the faulty train goes offline.

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

[0055] In this embodiment, when a bogie failure occurs in an 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 approved passenger capacity, train load factor 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-fault plan The fault train operation status information and train fault information are used to build an optimized train total delay time model, and a heuristic algorithm is used to solve the optimized 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 This includes: the speed of the faulty train, the location of the passenger evacuation point, the new departure times and new planned arrival times of other trains on the line.

[0057] ATS generates an approach command according to the new operation plan; interlocking determines the selected approach route according to the approach command issued by ATS and the new operation plan; ZC generates a first MA according to the new operation plan and the selected approach route; after the train onboard 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 a second MA until the train reaches the storage line or vehicle depot, at which time the faulty train is 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 level 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 of an urban rail train, under the coordination of the train's autonomous perception and the control of the dispatching center. After the train detects a bogie failure, the train fault diagnosis system evaluates the impact of the bogie failure on the train's 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's 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 unit, ATS, interlocking and ZC system. 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, and restoring the operation order as soon as possible. Its working principle is as follows Figure 2 shown.

[0061] Step A1: The intelligent dispatching unit receives the status of the faulty train. The intelligent dispatching unit receives train operation status information sent by the faulty train's onboard system: train number, train approved passenger capacity, train load factor 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. Based on the fault rate Ψ, the intelligent dispatching unit assesses whether the conditions for continued operation are met. The fault rate Ψ is calculated as follows:

[0062] Ψ=σ×(1+θ) (1);

[0063] Where Ψ is the failure rate, σ is the percentage of train power loss, and θ is the train load factor. When the failure rate is greater than 1.8, the faulty train is considered unfit 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. Fault occurrence time of train k 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 the train load factor control coefficient λ, and thus the actual arrival time t of train k is calculated k,arr Then, based on the scheduled departure time, scheduled arrival time and other trains on the line, we build an optimized 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 total train 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. Based on the newly generated operation plan, the intelligent dispatching unit sends the new passenger evacuation point location to the vehicle system. (Vehicle system step B2)

[0069] Step A4: The intelligent dispatching unit sends commands to the onboard systems of other vehicles on the line. 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 new operation plan Send to ZC. ZC reports the maximum permissible speed of the train v lim The information and the operation plan issued by the intelligent scheduling 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 scheduling unit continuously monitors:

[0072] Step A61: Faulty train offline:

[0073] When the train reaches 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 will be taken 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 run according to the pre-fault operation plan. Number of passengers stranded at the evacuation point p k , 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, use the same algorithm as in step A2 to regenerate the operation diagram So that the station can follow the new operation diagram Carry out subsequent related work such as train reception and dispatch, and adopt strategies such as adding trains and challenging operations to achieve rapid recovery of transportation capacity.

[0076] Alternatively, when a bogie outage occurs, additional traction trains can be deployed to assist the faulty train in leaving the section. However, this method is time-consuming, significantly impacts the restoration of section capacity, and carries certain safety risks. Furthermore, relying solely on manual dispatch without an intelligent dispatching unit can significantly delay recovery.

[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 the 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 faulty 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 information in real time based on the train dynamic parameters evaluated by the fault detection system to achieve autonomous and safe train operation. The ATO recommended speed vr is calculated as follows:

[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 train's current emergency braking trigger speed. ATO controls the train speed based on the recommended speed, and MPC control can be used as the control method. The MPC optimization control model (i.e., the train control algorithm model) is as follows:

[0084]

[0085] 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, 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 MA and the speed limit value V within the MA range. Max Calculate the train's current emergency brake trigger speed v 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 clearing the passengers from the carriage, the train is decommissioned in the dispatching system and quickly stops at the storage line or platform depot according to the operation plan.

[0090] This invention ensures that FAO trains can continue to operate even if a bogie failure causes a partial failure of the train's power system. This reduces the duration of the train failure's impact on overall passenger flow on the line, alleviates passenger pressure caused by the failure, and restores line order as quickly as possible. Furthermore, because the train can autonomously move to a passenger evacuation point, the safety of passengers on the faulty train is guaranteed.

[0091] The advantages of this invention stem from its intelligent dispatching unit and onboard autonomous operation system. The intelligent dispatching unit ensures that train operation plans are dynamically adjusted to match passenger flow in fault scenarios, achieving zero waste of transport capacity. The onboard autonomous operation system ensures that trains can safely and autonomously operate to passenger evacuation points even in the event of partial failures, ensuring passenger safety.

[0092] Based on the same inventive concept, an embodiment of the present invention further provides a method for implementing the safe operation of the urban rail FAO train safe operation system under the above-mentioned bogie failure. The implementation solution provided by this method is similar to the implementation solution described in the above-mentioned method. Therefore, the specific limitations in the embodiment of the method for safe operation of an urban rail FAO train under one or more bogie failures provided below can be found in the above-mentioned limitations on the urban rail FAO train safe operation system under bogie failure, and will not be repeated here.

[0093] The method for safe operation of urban rail FAO train under bogie failure 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 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 in front; 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 system comprises the following steps: the speed of the faulty train, the location of the passenger evacuation point, the new departure times and planned arrival times of other trains on the line; generating a route command based on the new operation plan; determining a selected route based on the new operation plan and the route command; generating a first movement authorization based on the new operation plan and the selected route; the first movement authorization being used to operate the faulty train to the passenger evacuation point; generating a first safety protection model based on the new operation plan, the first movement authorization, and the fault information; the first safety protection model being determined based on a safety braking model; generating a first train control algorithm model based on the first safety protection model and the fault information; the first train control algorithm model being used to enable the train to autonomously and safely operate to the passenger evacuation point. The server 104 can provide feedback on the obtained first train control algorithm model to the terminal 102. Furthermore, in some embodiments, the method for safe operation of an urban rail FAO train under bogie failure can also be implemented independently by the server 104 or the terminal 102. For example, the terminal 102 can directly perform safe operation processing based on the fault information, or the server 104 can obtain the fault information from a data storage system and perform safe operation processing based 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 a cloud server.

[0095] In an exemplary embodiment, Figure 5As shown, a method for safe operation of urban rail FAO train under bogie failure is provided. The method is executed by a computer device, specifically, it can be executed by a computer device such as a terminal or a server alone, or it can be executed 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 the operating status of the faulty train and train fault information. The operating status information includes the train number, the train's approved passenger capacity, the train's load factor control coefficient, the fault location, the train's speed, and passenger information. The fault information includes the train's maximum allowable speed, the fault rate, the time the fault occurred, and the distance between the fault and the preceding passenger evacuation point.

[0098] S2: 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 and the planned arrival time of each train on the line; 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.

[0099] S3: Generate route commands 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 enable the train to operate autonomously and safely to the passenger evacuation point.

[0104] Implementing steps S1 through S7 above ensures that a FAO train can continue operating even if a bogie failure causes a partial failure of the train's power system. This reduces the duration of the train failure's impact on overall passenger flow on the line, alleviates passenger pressure caused by the failure, and restores line order as quickly as possible. Furthermore, because the train can autonomously move to a passenger evacuation point, the safety of passengers on the faulty train is ensured.

[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 based on the second safety protection model and the fault information; the second train control algorithm model is used to realize the autonomous and safe operation of the train to the storage depot or platform depot.

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

[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: Solve the optimized total train delay time model using a heuristic algorithm to generate 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: After 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 level of other stations on the line.

[0114] S12: Generate an operation diagram using a heuristic algorithm based on the risk evaluation indicators 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 urban rail train bogie failure scenarios. This scenario includes: a fault information acquisition link, a new operation plan generation link, and an autonomous safe operation link; after 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.

[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, abbreviated as I / O) and a communication interface. The processor, memory and input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. 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 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 merely a block diagram of a portion 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 shown in the figure, or combine certain components, or have a different component arrangement.

[0118] In an exemplary embodiment, a computer device is further provided, including a memory and a processor. The memory stores a computer program, and the processor implements the above method embodiments when executing the computer program.

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

[0120] In an exemplary embodiment, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the above 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 will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. 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 memory, database or other media 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), magnetic 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. Non-relational databases may include, but are not limited to, distributed databases based on blockchain. The processor involved in each embodiment provided by the present invention may be, but is not limited to, a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic unit, a data processing logic unit based on quantum computing, etc.

[0124] The technical features of the above embodiments can 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] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. At the same time, those skilled in the art will find that the specific implementation methods and application scopes may vary based on the concept of the present invention. In summary, the contents of this specification should not be construed 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 an area controller; The intelligent dispatching unit is used to obtain fault information and generate a new operation plan based on the pre-fault operation plan 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 train's approved passenger capacity, the train's full load factor 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 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; The automatic train monitoring unit is configured 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 configured to generate a first movement authorization based on the new operation plan and the selected route; and is further configured to generate a second movement authorization after the faulty train autonomously and safely moves to a passenger evacuation point and evacuates passengers; the first movement authorization is used to move the faulty train to the passenger evacuation point; and the second movement authorization is used to move the faulty train to a storage track or platform depot. The onboard 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 automatic train protection unit is configured to generate a safety protection model based on 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; A 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 further configured to determine risk evaluation indicators for different passenger flow gatherings based on the pre-fault operation plan, the number of stranded passengers at the evacuation point, and the congestion level of other stations on the line after the faulty train leaves the line; According to the risk evaluation index of 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 is characterized in that: The expression of the optimized 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 is 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: in, 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, u min is the minimum control input, u max is the maximum control input.

7. A method for safe operation of an urban rail FAO train under bogie failure, characterized in that: The method for safe operation of an urban rail FAO train under a bogie fault includes: Obtaining fault information; the fault information includes: fault train operating status information and train fault information; the fault train operating status information includes: train number, train approved passenger capacity, train load factor 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 preceding passenger evacuation point; generating 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 and the planned arrival time of each train on the line; 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 route commands according to the new operation plan; Determine the selected route according to the new operation plan and the route command; generating 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; generating a first safety protection model according to the new operation plan, the first movement authorization, and the fault information; wherein the first safety protection model is a model determined based on a safety braking model; A first train control algorithm model is generated based on the first safety protection model and the fault information; the first train control algorithm model is used to enable the train to operate autonomously and safely to a passenger evacuation point.

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

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

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