Remote fault handling method and system suitable for urban rail transit vehicle

Abstract

The invention relates to the technical field of rail vehicle fault handling, in particular to a remote fault handling method and system suitable for urban rail transit vehicles. The remote fault handling method comprises the following steps: acquiring state information of each key system of a vehicle; judging whether the vehicle has a fault according to the state information of each key system of the vehicle; if the vehicle has a fault, performing preliminary fault diagnosis on the vehicle, and obtaining a preliminary fault diagnosis result of the vehicle; obtaining the position information of the vehicle, and judging whether the vehicle is located in the platform area or not according to the position information of the vehicle; if the vehicle is located in the non-platform area, a remote fault handling instruction is sent out, the vehicle is controlled to run to the in-place platform area in an automatic speed-limiting mode, the initial fault diagnosis result of the vehicle is transmitted to fault handling personnel, and the fault handling personnel is arranged to conduct fault handling. The problem generated in the forced stop interval when part of the full-automatic unmanned vehicle breaks down is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicle fault handling, and in particular to a remote fault handling method and system applicable to urban rail transit vehicles. Background Art

[0002] In recent years, with the advancement of science and technology, advanced communication technology and control systems have been applied to urban rail vehicles, and the fully automatic unmanned driving technology of urban rail transit has become increasingly mature. Fully automatic unmanned vehicles, in conjunction with signal, communication and integrated monitoring systems, can realize functions such as automatic wake-up and sleep, automatic entry and exit of parking lots, automatic cleaning, automatic driving, automatic parking, and automatic door opening and closing. These highly automated functions can effectively increase transportation capacity, greatly improve operational efficiency, and save manpower. However, since there is no driver on the vehicle, there is a risk of forced stopping on the mainline section in the event of a partial failure.

[0003] At present, the method of adding bypass is mainly adopted to deal with most of the vehicle failures that affect traction. However, the existing bypass design mainly relies on the driver or rescue personnel to operate and deal with the faulty vehicle on the spot. Since unmanned urban rail transit vehicles have no drivers or professional crew members on duty, once a vehicle fails and stops in an emergency section, it is necessary to adjust the operation of the entire line and arrange professional personnel to board the vehicle to handle it. The specific steps are as follows: Figure 1 As shown: If the vehicle is in the platform area: The ground personnel arrived outside the faulty vehicle, operated the emergency unlocking of the door and entered the faulty vehicle; Troubleshoot the vehicle, analyze the cause of the fault, and resume operations after resolving the fault.

[0004] If the vehicle is in the non-platform area: The dispatch center blocks the section where the faulty vehicle is located, and ground personnel apply to enter the track area; After approval by the center, the disposal personnel will be selected strictly according to the number of approved persons; The disposal personnel take necessary safety precautions to enter the track area, for example, the third rail power supply line needs to cut off the power supply section; The handling personnel will troubleshoot the vehicle, analyze the cause of the fault, and resume operations after handling the fault.

[0005] The existing fault handling method will cause the vehicle to stop in the section when it is in the section, and the fault handling personnel need to enter the track area to handle the fault, which poses a safety risk. In order to ensure safety, it is necessary to block the adjacent section and take a series of safety measures. At the same time, the fault handling personnel need to arrive at the faulty vehicle to troubleshoot the fault and formulate handling measures. A series of handling measures cause the entire fault handling to be time-consuming and have a great impact on the operation of the entire line, especially on urban rail transit lines with small departure intervals and large passenger flow, which is easy to cause a large number of passengers to be stranded, and serious safety accidents such as crowding and trampling may occur to passengers. At the same time, the long-term forced stop of the vehicle in the section is likely to cause panic among passengers and cause other serious accidents. Therefore, the existing fault handling technology cannot fully meet the needs of unmanned urban rail transit vehicles and operations, and is in urgent need of further improvement and optimization. Summary of the invention

[0006] In view of this, the present invention proposes a remote fault handling method suitable for urban rail transit vehicles, which can at least solve the problem that the existing fault handling technology cannot fully adapt to the needs of unmanned urban rail transit vehicles and operations.

[0007] The first aspect of the present invention provides a remote fault handling method applicable to urban rail transit vehicles, comprising the following steps: Obtain status information of key systems of the vehicle; Determine whether the vehicle has a fault based on the status information of each key system of the vehicle; If the vehicle has a fault, a preliminary fault diagnosis is performed on the vehicle to obtain a preliminary fault diagnosis result of the vehicle; and the location information of the vehicle is obtained, and whether the vehicle is located in the platform area is determined according to the location information of the vehicle; If the vehicle is located in the platform area, the preliminary fault diagnosis results of the vehicle will be transmitted to the fault handling personnel, who will be arranged to handle the fault on site; If the vehicle is in a non-platform area, a remote fault handling instruction will be issued based on the preliminary fault diagnosis results of the vehicle, controlling the vehicle to automatically limit its speed to the platform area, and the preliminary fault diagnosis results of the vehicle will be transmitted to the fault handling personnel, who will then be arranged to handle the fault.

[0008] In some embodiments, after controlling the vehicle to automatically limit its speed until it enters the platform area, the process further includes: controlling the platform side door to automatically open and blocking the towing vehicle.

[0009] In some embodiments, the preliminary fault diagnosis result includes at least the fault type and location.

[0010] In some embodiments, if the fault type is a brake failure or a parking brake failure, the fault handling personnel will directly perform a brake relief operation or a faulty equipment removal operation after boarding the vehicle.

[0011] In some embodiments, if the fault type is a brake failure or a parking brake failure, and the vehicle is in a non-platform area, the remote fault handling instructions issued include: activating the brake fault bypass and restoring traction enable; controlling the vehicle to automatically limit the speed to the platform area includes: controlling the vehicle to automatically limit the speed to 10km / h to the platform area.

[0012] In some embodiments, if the fault type is a door zero-speed fault or a door enable fault, and the vehicle is in a non-platform area, the remote fault handling instructions issued include: activating the remote bypass of the door system and restoring traction enable; controlling the vehicle to automatically limit the speed to the platform area includes: controlling the vehicle to automatically limit the speed to 10km / h to the platform area.

[0013] In some embodiments, after determining that a vehicle fault exists, the process also includes: determining whether the vehicle is at zero speed; if the vehicle is at zero speed, performing preliminary fault diagnosis operations on the vehicle; if the vehicle is at a non-zero speed state, controlling the vehicle to brake and stop, and then performing preliminary fault diagnosis operations on the vehicle.

[0014] In some embodiments, the vehicle is an unmanned rail vehicle.

[0015] A second aspect of the present invention provides a remote fault handling system applicable to urban rail transit vehicles, which is used to execute the above-mentioned remote fault handling method, comprising: The vehicle intelligent operation and maintenance system and emergency response command system communicated with the vehicle information management system; the vehicle intelligent operation and maintenance system includes: A data acquisition module is configured to collect status information of various key systems of the vehicle; The fault diagnosis module is configured to determine whether the vehicle has a fault based on the status information of each key system of the vehicle; if the vehicle has a fault, perform preliminary fault diagnosis on the vehicle and obtain preliminary fault diagnosis results of the vehicle; Emergency response command system, which includes: A position acquisition module is configured to obtain position information of a vehicle when a fault occurs; The emergency dispatch center module is configured to receive the preliminary fault diagnosis result and the location information of the vehicle, and determine whether the vehicle is located in the platform area according to the location information of the vehicle; and when it is determined that the vehicle is located in the platform area, transmit the preliminary fault diagnosis result to the fault handling personnel; and when it is determined that the vehicle is in the non-platform area, issue a remote fault handling instruction and transmit the preliminary fault diagnosis result of the vehicle to the fault handling personnel; The vehicle information management system is configured to receive remote fault handling instructions and control the vehicle to automatically limit its speed to the platform area.

[0016] In some embodiments, the fault diagnosis module is further configured to generate a fault elimination strategy according to the preliminary fault diagnosis result.

[0017] The beneficial effects of the present invention are as follows: the present application solves the problem of forced stop sections of fully automatic unmanned vehicles when a partial vehicle failure occurs. Specifically, the present application can realize remote monitoring and maintenance of unmanned vehicles, can quickly remind fault handling personnel to solve vehicle failures, reduce maintenance time, reduce operating and maintenance costs, reduce parking time and traffic congestion caused by failures, improve driving efficiency, and enhance the reliability and stability of fully automatic unmanned driving systems. If the vehicle is in a non-platform area, the present application can avoid panic among vehicle passengers caused by forced stop sections of vehicles by controlling the vehicle to automatically limit speed to the platform area, and has high safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] 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 or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other embodiments can be obtained based on these drawings without paying creative work.

[0019] Figure 1 It is a flow chart of a method for handling rail vehicle faults in the prior art; Figure 2 A flowchart of a remote fault handling method applicable to urban rail transit vehicles proposed by one embodiment of the present invention; Figure 3 A remote bypass control circuit diagram proposed for one embodiment of the present invention; Figure 4 A traction enabling circuit diagram of a corresponding braking system proposed in one embodiment of the present invention; Figure 5 A remote bypass control circuit diagram of a door system according to an embodiment of the present invention; Figure 6 A schematic diagram of data flow between modules of a remote fault handling system applicable to urban rail transit vehicles proposed by one embodiment of the present invention; Figure 7 The present invention is a specific schematic diagram of the data flow between modules of a remote fault handling system applicable to urban rail transit vehicles, which is proposed as an embodiment of the present invention. DETAILED DESCRIPTION

[0020] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0021] The first aspect of the present invention provides a remote fault handling method applicable to urban rail transit vehicles, such as Figure 2 As shown, the following steps are included: Obtain status information of key systems of the vehicle; Determine whether the vehicle has a fault based on the status information of each key system of the vehicle; If there is a fault with the vehicle, a preliminary fault diagnosis is performed on the vehicle to obtain the preliminary fault diagnosis result of the vehicle, and the location information of the vehicle is obtained, and it is determined whether the vehicle is located in the platform area based on the location information of the vehicle.

[0022] Specifically, the key systems usually include traction systems, braking systems, auxiliary systems, door systems, walking systems, etc., and their status information usually includes driving speed, vehicle internal and external temperatures, vehicle internal and external pressures, vehicle track wheel speeds, voltage and current values ​​of various electrical load devices in the vehicle, traction power system operating status, navigation and positioning system status, communication system status, and other information data. The status information of these key systems can fully reflect the operating status of rail vehicles. When the vehicle operates normally, the data values ​​of each key system are within the normal data range. When a rail vehicle fails, the status information of these key systems will also show data abnormalities accordingly. Therefore, it is necessary to monitor the status of these key systems in real time.

[0023] If the vehicle is located in the platform area, the preliminary fault diagnosis results of the vehicle will be transmitted to the fault handling personnel, who will be arranged to handle the fault on site. Specifically, they will operate the emergency unlocking device of the platform door and the door to enter the faulty vehicle for handling. On-site handling can ensure that the fault is solved in a timely and effective manner, reducing the impact on passengers' travel.

[0024] If the vehicle is in a non-platform area, a remote fault handling instruction is issued based on the preliminary fault diagnosis results of the vehicle, and the vehicle is automatically controlled to run at a limited speed to the platform area. The preliminary fault diagnosis results of the vehicle are transmitted to the fault handling personnel, who are then arranged to handle the fault. By remotely controlling the vehicle to run to a safe area, platform personnel can directly board the vehicle to handle the situation or evacuate personnel, which not only ensures the safety of passengers, but also avoids traffic congestion caused by faults.

[0025] Compared with the prior art, the present invention solves the problem of forced stop sections of fully automatic unmanned vehicles when a partial vehicle failure occurs. Specifically, the present application can realize remote monitoring and maintenance of unmanned vehicles, can quickly remind fault handling personnel to solve vehicle failures, reduce maintenance time, reduce operating and maintenance costs, reduce parking time and traffic congestion caused by failures, improve driving efficiency, and enhance the reliability and stability of fully automatic unmanned driving systems. If the vehicle is in a non-platform area, the present application can avoid panic among vehicle passengers caused by forced stop sections of vehicles by controlling the vehicle to automatically limit speed to the platform area, and has high safety.

[0026] In some embodiments, after controlling the vehicle to automatically limit its speed until it enters the platform area, the process further includes: controlling the platform side door to open automatically, and blocking the vehicle to be towed. By controlling the platform side door to open automatically, it can ensure that passengers can get on and off the vehicle in a safe environment. When the vehicle arrives at the platform area and opens the door, the fault handling personnel can directly enter the car for inspection and repair, reducing waiting time. Blocking the vehicle to be towed after parking can prevent the vehicle from continuing to run in a faulty state, thereby reducing the risk of accidents.

[0027] In some embodiments, the preliminary fault diagnosis results include at least the type and location of the fault. By collecting and monitoring the status information of each key system in real time, the type and location of the vehicle fault can be quickly and accurately discovered. Specifically, if a component in the vehicle fails, the information data corresponding to the faulty component will be abnormal. According to the abnormal information combined with the vehicle fault knowledge graph, the corresponding fault type and fault location can be determined, which is convenient for the subsequent handling of the vehicle fault. The vehicle fault knowledge graph includes some product manuals, repair and maintenance manuals and other existing technical information of rail vehicles.

[0028] In some embodiments, if the fault type is a brake not relieved or parking brake not relieved fault, the fault handling personnel will directly perform brake relief operations or remove the faulty equipment after boarding the vehicle. Specifically, when the braking system of an urban rail transit vehicle cannot be released normally (i.e., the brake is not relieved) or the parking brake cannot be released, the handling personnel can force the brake to be relieved through some specific operation methods. For example, the forced relief button on the rail vehicle is used to relieve the entire train, or the relief plug door set in each car is used to force the brake cylinder of a single car to be relieved. The purpose of these operations is to restore the braking system to normal through human intervention, so that the vehicle can continue to drive or move to a safe location for further maintenance. If it is determined after inspection that the brake is not relieved or the parking brake is not relieved due to a specific equipment failure, and the problem of the equipment cannot be quickly repaired in a short time, then in order to restore the normal operation of the vehicle as soon as possible, the fault handling personnel may take the operation of removing the faulty equipment so that it no longer affects the operation of the entire braking system. This can ensure that other normal braking equipment can continue to work, maintain the basic braking function of the vehicle, and ensure the safety and operability of the vehicle.

[0029] In some embodiments, if the fault type is a brake failure or a parking brake failure, and the vehicle is in a non-platform area, the remote fault handling instructions issued include: activating the brake fault bypass, restoring the traction enable, and uploading the execution results to the vehicle management information system TCMS. It should be noted that the vehicle management information system TCMS is the main system responsible for integrating the vehicle's on-board equipment information, and has vehicle operation control, monitoring and MVB bus communication scheduling functions. It can collect various internal and external data during train operation, including information from equipment, sensors, etc., process and distribute these data, and provide a basis for train operation control, monitoring and diagnosis. This application bypasses the faulty braking system part so that other related systems of the vehicle can work normally. After the brake fault bypass is activated, the vehicle's traction system regains power so that the vehicle can move slowly. Controlling the vehicle to automatically limit speed to the platform area includes: controlling the vehicle to automatically limit speed to 10km / h to the platform area. Since the vehicle is in a non-platform area, in order to ensure safety and facilitate subsequent fault handling, the vehicle needs to be operated at a lower speed (such as 10km / h). This can not only ensure the safety of the vehicle during movement, but also avoid affecting other normal operating trains.

[0030] The specific logic for implementing this function is: After the brake fault bypass button is remotely operated, the signal system chassis bypass command outputs the brake fault bypass command (BFBP) pulse. When the vehicle is in FAM mode (fully automatic unmanned driving) and at zero speed, the BFBPR relay coil is driven. The BFBPR completes self-locking through its own set of normally open contacts. Another set of contacts acts on the traction enable circuit to complete the bypass of the brake not being relieved and the parking brake not being relieved. At the same time, the bypass signal is sent to the vehicle information management system TCMS using the third set of contacts of the BFBPR relay for recording and speed limit (10km / h) control. The self-locking circuit will be destroyed in the following situations: First, the vehicle's left door is closed or the right door is closed. The signal is lost; second, the vehicle exits the FAM operation mode.

[0031] in, Figure 3 shows the remote bypass control circuit, Figure 4 The above-mentioned traction enabling circuit is shown in FIG.

[0032] In some embodiments, if the fault type is a door zero speed fault or a door enable fault, and the vehicle is in a non-platform area, the remote fault handling instruction issued includes: activating the remote door closing bypass, restoring the traction enable, and uploading the execution result to the vehicle management information system TCMS. Controlling the vehicle to automatically limit the speed to the platform area includes: controlling the vehicle to automatically limit the speed to 10km / h to the platform area.

[0033] The specific logic for implementing this function is as follows: after the bypass button of the door system is remotely operated, the signal system chassis bypass command outputs the door closed bypass (DCBP) command pulse, and the door closing and door locking signals are both high level, indicating that the door has been completely closed and locked in place. At this time, the train safety loop is established and the vehicle has traction enable. Specifically, under normal circumstances, only when the door is completely closed and locked, the train will consider its own state to be safe and allow subsequent operations such as traction. In the door closed bypass mode, by forcibly sending high-level door closing and door locking signals, the state of the door being normally closed and locked is simulated, creating conditions for the train's traction enable.

[0034] in, Figure 5 Demonstrates the door closed bypass control circuit.

[0035] Above Figures 3 to 5 The components used in the circuit are as follows:

[0036] In some embodiments, after determining that a vehicle fault exists, the process also includes: determining whether the vehicle is at zero speed; if the vehicle is at zero speed, performing preliminary fault diagnosis operations on the vehicle; if the vehicle is at a non-zero speed, controlling the vehicle to brake and stop, and then performing preliminary fault diagnosis operations on the vehicle to ensure that the remote fault handling method is carried out in a relatively safe environment.

[0037] In some embodiments, the vehicle is an unmanned rail vehicle.

[0038] The second aspect of the present invention provides a remote fault handling system suitable for urban rail transit vehicles, the remote fault handling system comprising: a vehicle intelligent operation and maintenance system and an emergency handling command system connected to the vehicle information management system. The vehicle intelligent operation and maintenance system comprises: a data acquisition module and a fault diagnosis module. The data acquisition module is configured to collect the status information of each key system of the vehicle; the fault diagnosis module is configured to determine whether the vehicle has a fault according to the status information of each key system of the vehicle, and if the vehicle has a fault, perform preliminary fault diagnosis on the vehicle to obtain the preliminary fault diagnosis result of the vehicle. The emergency handling command system comprises: a position acquisition module and an emergency dispatch center module. The position acquisition module is configured to obtain the position information of the vehicle when a fault occurs. The emergency dispatch center module is configured to receive the preliminary fault diagnosis result and the position information of the vehicle, and determine whether the vehicle is located in the platform area according to the position information of the vehicle, and when it is determined that the vehicle is located in the platform area, the preliminary fault diagnosis result is transmitted to the fault handling personnel; and when it is determined that the vehicle is in a non-platform area, a remote fault handling instruction is issued, and the preliminary fault diagnosis result of the vehicle is transmitted to the fault handling personnel. The vehicle information management system is configured to receive remote fault handling instructions and control the vehicle to automatically run at a limited speed to the platform area.

[0039] For further ease of understanding, this application describes the remote fault handling method in detail in conjunction with the remote fault handling system: The data acquisition module collects the status information of each key system (including traction system, braking system, auxiliary system, door system, running gear, etc.) on the vehicle in real time by accessing the vehicle network, and transmits the collected data to the fault diagnosis module. The fault diagnosis module determines whether the vehicle has a fault based on the status information of each key system of the vehicle. If the vehicle has a fault, it performs preliminary fault diagnosis on the vehicle and obtains the preliminary fault diagnosis result of the vehicle; if no emergency fault occurs at present, the fault diagnosis module continues to receive the status information of each key system for real-time diagnosis. After the fault diagnosis module generates the preliminary fault diagnosis result, it uploads the preliminary fault diagnosis result to the vehicle information management system. The vehicle information management system controls the position acquisition module to collect the current position of the vehicle to determine whether the vehicle is located in the platform area. After that, the vehicle information management system reports the preliminary fault diagnosis result and the current position information of the vehicle to the emergency dispatch center module. The emergency dispatch center module receives the preliminary fault diagnosis result and the location information of the vehicle, and transmits the preliminary fault diagnosis result to the fault handling personnel, and selectively issues remote fault handling instructions based on the preliminary fault diagnosis result and the location information of the vehicle. Specifically, if the emergency dispatch center determines that the vehicle is currently located in the platform area, no remote fault handling instruction will be issued, and the fault handling personnel can handle it on the platform. If the emergency dispatch center determines that the vehicle is currently located in a non-platform area, a remote fault handling instruction will be issued based on the preliminary fault diagnosis results of the vehicle, the relevant remote logic circuit will be activated, and the traction will be restored. At the same time, the execution results will be uploaded to the vehicle management information system TCMS. TCMS will control the vehicle to automatically limit its speed to the platform area according to safety requirements, so that the fault handling personnel can handle the fault in the platform area.

[0040] In some embodiments, the fault diagnosis module is also configured to generate a fault elimination strategy based on the preliminary fault diagnosis results. By automatically generating a fault elimination strategy, the time for manually analyzing the cause of the fault and formulating a treatment plan can be reduced, thereby speeding up the fault handling speed and reducing the vehicle downtime. Specifically, based on professional fault diagnosis algorithms and knowledge bases, the fault diagnosis module can more accurately determine the cause of the fault and generate targeted treatment strategies to avoid human misjudgment or omissions. The remote fault handling system is made more intelligent and can autonomously complete the entire process from fault detection to treatment suggestions, reducing the manual burden and improving the operating efficiency and reliability of the entire system. In addition, the generated fault elimination strategy can be saved as a historical record to facilitate subsequent maintenance and management work. At the same time, these records can also provide a basis for vehicle designers to improve design solutions.

[0041] 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.

[0042] In addition, to simplify the description and discussion, and in order not to obscure the present invention, well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, devices may be shown in the form of block diagrams in order to avoid obscuring the present invention, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the present invention is to be implemented (i.e., these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present invention, it is apparent to those skilled in the art that the present invention may be implemented without these specific details or with variations in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0043] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A remote fault handling method applicable to urban rail transit vehicles, characterized in that: The following steps are involved: Obtain status information of key systems of the vehicle; Determining whether the vehicle has a fault based on the status information of each key system of the vehicle; If the vehicle has a fault, a preliminary fault diagnosis is performed on the vehicle, a preliminary fault diagnosis result of the vehicle is obtained, and location information of the vehicle is obtained, and whether the vehicle is located in the platform area is determined according to the location information of the vehicle; If the vehicle is located in the platform area, the preliminary fault diagnosis result of the vehicle is transmitted to the fault handling personnel, and the fault handling personnel are arranged to handle the fault on site; If the vehicle is in a non-platform area, a remote fault handling instruction is issued based on the preliminary fault diagnosis result of the vehicle, the vehicle is controlled to automatically run at a limited speed to the platform area, and the preliminary fault diagnosis result of the vehicle is transmitted to the fault handling personnel, who are arranged to handle the fault.

2. The remote fault handling method according to claim 1, characterized in that: After controlling the vehicle to automatically run at a limited speed until entering the platform area, the method further includes: controlling the platform side door to automatically open and blocking the towing vehicle.

3. The remote fault handling method according to claim 1, characterized in that: The preliminary fault diagnosis result at least includes the fault type and location.

4. The remote fault handling method according to claim 3, characterized in that: If the fault type is a brake failure or a parking brake failure, the fault handling personnel will directly perform brake relief operations or remove the faulty equipment after boarding the vehicle.

5. The remote fault handling method according to claim 4, characterized in that: If the fault type is a brake failure or a parking brake failure, and the vehicle is in a non-platform area, the remote fault handling instructions issued include: activating the brake fault bypass and restoring traction enable; controlling the vehicle to automatically limit speed to the platform area includes: controlling the vehicle to automatically limit speed to 10km / h to the platform area.

6. The remote fault handling method according to claim 4, characterized in that: If the fault type is a door zero-speed fault or a door enable fault, and the vehicle is in a non-platform area, the remote fault handling instructions issued include: activating the remote bypass of the door system and restoring traction enable; controlling the vehicle to automatically limit speed to the platform area includes: controlling the vehicle to automatically limit speed to 10km / h to the platform area.

7. The remote fault handling method according to claim 1, characterized in that: After determining that there is a fault in the vehicle, it also includes: judging whether the vehicle is at zero speed; if the vehicle is at zero speed, performing a preliminary fault diagnosis operation on the vehicle; if the vehicle is at a non-zero speed state, controlling the vehicle to brake and stop, and then performing a preliminary fault diagnosis operation on the vehicle.

8. The remote fault handling method according to claim 1, characterized in that: The vehicle is an unmanned rail vehicle.

9. A remote fault handling system suitable for urban rail transit vehicles, characterized in that: include: Vehicle intelligent operation and maintenance system and emergency response command system that communicate with the vehicle information management system; The vehicle intelligent operation and maintenance system comprises: A data acquisition module configured to acquire status information of each key system of the vehicle; and A fault diagnosis module is configured to determine whether the vehicle has a fault based on the status information of each key system of the vehicle; if the vehicle has a fault, perform preliminary fault diagnosis on the vehicle and obtain preliminary fault diagnosis results of the vehicle; Emergency response command system, the emergency response command system includes: A location acquisition module configured to obtain location information when a vehicle fails; and The emergency dispatch center module is configured to receive the preliminary fault diagnosis result and the location information of the vehicle, and determine whether the vehicle is located in the platform area according to the location information of the vehicle; and when it is determined that the vehicle is located in the platform area, transmit the preliminary fault diagnosis result to the fault handling personnel; and when it is determined that the vehicle is in a non-platform area, issue a remote fault handling instruction and transmit the preliminary fault diagnosis result of the vehicle to the fault handling personnel; The vehicle information management system is configured to receive the remote fault handling instruction and control the vehicle to automatically run at a limited speed to the platform area.

10. The remote fault handling system according to claim 9, characterized in that: The fault diagnosis module is further configured to generate a fault elimination strategy according to the preliminary fault diagnosis result.

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