Intelligent dispatching method and device for urban rail train broadcast fault scenario

Abstract

The present application relates to the technical field of urban rail transit train dispatching, and discloses an intelligent dispatching method and device in the scenario of urban rail train broadcasting fault. The method includes: collecting the working parameters of the train broadcasting system in real time, using machine learning algorithms to analyze and identify faults, and generating fault information; processing and sending the fault information, and also verifying the fault information, correcting it after verification fails, and then encrypting and sending the corrected fault information; when manual broadcasting is available, prompting the dispatcher to enable remote manual broadcasting, and notifying the vehicle base to prepare spare vehicles, otherwise, directly notifying the vehicle base to prepare spare vehicles; judging whether to add spare vehicles according to the type and severity of the fault, and adjusting the train route if necessary, automatically generating and executing a dynamic adjustment operation plan. The present invention improves the efficiency of train broadcasting system fault handling and the safety of train operation through intelligent fault identification and dynamic adjustment mechanisms.

Description

Technical Field

[0001] The present application relates to the technical field of urban rail transit driving dispatching, and in particular to an intelligent dispatching method and device in a scenario where an urban rail transit train broadcasts a fault. Background Art

[0002] Train broadcast failure is one of the common train failures in the operation of urban rail transit. The failure rate is high. If the failure is not handled in time, it will have a great impact on passenger services and normal operation of trains, and even affect the operation order. At present, in the actual operation of urban rail transit lines, train broadcast failures mainly rely on the cooperation of central train dispatchers and drivers for manual handling. Fault handling is mainly based on personal experience and operating regulations. The handling time is long and the efficiency is low. It puts high demands on the comprehensive ability of dispatchers to handle faults, and there is a risk of further expanding the scope of fault impact due to improper handling. At present, there is no intelligent auxiliary dispatching method for train broadcast failure scenarios in urban rail transit, and there is also a lack of corresponding intelligent dispatching devices for fault scenarios.

[0003] A similar prior art Chinese patent application with publication number CN110329319A provides a fully automatic operation system for smart urban rail, including: a smart urban rail facility layer, which is an IaaS layer, including a production cloud, a high-speed network, big data processing computing and storage equipment; a smart urban rail platform layer, which is a PaaS layer, including a data center, a real-time database and a plug-and-play soft bus; a smart urban rail application layer, which is a SaaS layer, including an intelligent dispatching subsystem, an intelligent station, an intelligent depot, an intelligent operation and maintenance subsystem and an unmanned intelligent train. Similar prior art includes a Chinese patent application with publication number CN118722791A, which provides an intelligent adjustment method, equipment, medium and product under conditions of sudden large passenger flow, the method comprising obtaining relevant information such as the location, scale, time, etc. of a large-scale event, as well as a weekday rail transit plan; determining a temporary passenger train addition plan based on the event information and the weekday plan; determining the planned train number, additional temporary train restrictions and temporary train operation constraint model based on the additional plan and the weekday plan; using a time discretization method to determine a passenger boarding and alighting constraint model; establishing a train operation adjustment model with the goal of minimizing the waiting time of passengers stranded on the platform; using CPLEX combined with the Benders decomposition method to solve the model to obtain a train operation data set; and determining a train operation diagram after adding temporary trains based on the data set.

[0004] However, the technical solutions of the above two applications do not consider how to intelligently dispatch trains in the scenario of train broadcast failure. Therefore, the present invention provides an intelligent dispatching method and device in the scenario of urban rail train broadcast failure. Summary of the invention

[0005] The present application provides an intelligent dispatching method in the scenario of urban rail train broadcast fault, which is used to improve the dispatching and handling efficiency after the train broadcast fault, reduce the dependence on the personal experience of dispatchers through automation and intelligent means, reduce fault handling time, and improve operational efficiency.

[0006] In a first aspect, the present application provides an intelligent dispatching method in a scenario where an urban rail train broadcasts a fault, the method comprising:

[0007] S1. Collect the working parameters of the train broadcasting system in real time, use a machine learning algorithm to analyze the collected working parameters, identify whether the train broadcasting system has a fault, and if the train broadcasting system has a fault, generate fault information, which includes train broadcast fault information and information on whether manual broadcasting is available, and send the fault information to the TCMS system;

[0008] S2, the TCMS system establishes a communication connection with each subsystem of the train, the subsystem includes the train broadcasting system, after receiving the fault information, the TCMS system processes the fault information, and sends the processed fault information to the on-board VOBC, after receiving the fault information, the on-board VOBC verifies the fault information, if the verification is successful, the fault information is encrypted and sent to the central ATS subsystem, if the verification is unsuccessful, the fault information is corrected, the corrected fault information is encrypted and sent to the central ATS subsystem;

[0009] S3. When manual broadcasting is available, the system interface prompts the central train dispatcher to enable remote manual broadcasting for the faulty train, and sends an electronic dispatching command to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train. When manual broadcasting is not available, the electronic dispatching command is directly sent to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train.

[0010] S4. Determine whether it is necessary to add a spare car based on the fault type and severity of the fault information. If a spare car is needed, adjust the routes of the faulty train and other related trains, and automatically generate a dynamic adjustment operation plan. The central train dispatcher previews the generated adjustment operation plan. After clicking "Execute" on the operation diagram preview interface, the central ATS subsystem starts to execute the adjusted train operation plan.

[0011] In combination with the first aspect, in a first implementation of the first aspect of the present application, processing the fault information includes:

[0012] S21, converting the fault information into binary data, dividing the binary data into multiple data according to a preset number of bits, generating a corresponding correction code based on each data, combining each data and the corresponding correction code to generate a data group, numbering each data group in sequence from one, presetting a first number, arranging the first number of data groups in a row in the order of the numbers until all the data groups are arranged, generating a corresponding data group sequence diagram, taking the first data group in the data group sequence diagram as the first data group, and taking the second number of other data groups forming a right diagonal line with the first data group as the second data group, and in the case that the number of the second data groups forming a right diagonal line with the first data group is less than the second number, using the preset first data as the supplementary data a second data group is supplemented by a plurality of data groups, so that the number of the second data groups reaches a second number, a first operation is performed on the second data group and the first data group to generate first verification data, and a second number of other data groups forming a left diagonal with the first data group are referred to as third data groups, a first operation is performed on the third data group and the first data group to generate second verification data, and when the number of third data groups forming a left diagonal with the third data group is less than the second number, the preset first data is used as a supplementary data group to supplement the third data group, so that the number of the third data groups reaches a second number, the second number is equal to the first number minus one, and this step is repeated to calculate the first verification data and the second verification data corresponding to all the data groups in the data group sequence diagram;

[0013] S22. Send all the data groups and the corresponding serial numbers, the first verification data and the second verification data to the vehicle-mounted VOBC.

[0014] In combination with the first aspect, in a second implementation of the first aspect of the present application, after receiving the fault information, the vehicle-mounted VOBC verifies the fault information, including:

[0015] S221, the in-vehicle VOBC generates a data group sequence diagram based on the number, and further determines whether there is a missing data group based on the number, if yes, obtains the first missing data group as the first missing data group, and based on the data group sequence diagram, obtains the second data group that forms a right diagonal with the first missing data group;

[0016] S222: if the second data group is not missing, obtain corresponding first verification data, perform a first operation on the first verification data and the second data group to obtain a result value, and add the obtained result value as the first missing data group to the data group sequence diagram;

[0017] S223: if the second data group is missing, obtain the missing data group in the second data group as a second missing data group, and obtain a third data group that forms a left diagonal with the second missing data group;

[0018] S224: if the third data group is not missing, obtain the second verification data corresponding to the second missing data group, perform a first operation on the second verification data and the third data group to obtain a result value, use the result value as the second missing data group, add the second missing data group to the data group sequence diagram, obtain the second data group without missing, and then obtain the first missing data group based on the second data group and the corresponding first verification data;

[0019] S225. If the third data group is missing, return to S223 to obtain the missing data group in the third data group;

[0020] S226: Determine whether there are any missing data groups that have not been supplemented. If not, end this step. If so, return to S221 until all missing data groups are supplemented.

[0021] In combination with the first aspect, in a third implementation of the first aspect of the present application, after all missing data sets are completed, the following is further performed:

[0022] Based on the data group sequence diagram, the first verification data and the second verification data corresponding to each data group are generated, the first verification data and the first verification data are compared, and the second verification data and the second verification data are compared. If the first verification data and the first verification data are the same, and the first verification data and the second verification data are also the same, it is determined that the corresponding data group has been successfully verified; otherwise, it is determined that the corresponding data group has failed to be verified, and the data group that failed to be verified is corrected.

[0023] In combination with the first aspect, in a fourth implementation of the first aspect of the present application, correcting the data group that fails verification includes:

[0024] A data group is obtained, original data and a corresponding correction code are obtained based on the data group, and the original data is corrected based on the correction code.

[0025] In combination with the first aspect, in a fifth implementation of the first aspect of the present application, encrypting the corrected fault information and sending it to the central ATS subsystem includes:

[0026] Obtain the current timestamp, generate a first key based on the timestamp and fault information, encrypt the fault information multiple times based on the first key to generate first secret data, generate a corresponding first hash value based on the first secret data, encrypt the first key, the first hash value and the first secret data using a second key to generate second secret data, and send the second secret data to the central ATS subsystem.

[0027] In combination with the first aspect, in a sixth implementation of the first aspect of the present application, after the central ATS subsystem receives the second secret data, the following steps are included:

[0028] decrypting the second secret data based on the second key to obtain the first key, the first hash value and the first secret data;

[0029] Decrypt the first secret data based on the first key to obtain corresponding first decrypted data, generate a corresponding second hash value based on the first decrypted data, and determine whether the second hash value is the same as the first hash value. If they are the same, end this step; if they are not the same, repeat this step until the second hash value is the same as the first hash value.

[0030] In combination with the first aspect, in a seventh implementation of the first aspect of the present application, automatically generating a dynamic adjustment operation plan includes:

[0031] The stations are represented as nodes of the graph, and the track sections between the stations are represented as edges of the graph. The train operation data and passenger flow data of the faulty train running line are collected, and a delay propagation model is generated by simulating the train delays caused by the train failure based on the graph. The impact of the faulty train on subsequent trains is predicted based on the propagation model. For the affected trains that have not yet departed, the departure time is postponed, and for the affected trains that are already running, the running speed is adjusted.

[0032] In a second aspect, the present application provides an intelligent dispatching device in a scenario where an urban rail train broadcasts a fault, the device comprising:

[0033] An identification module is used to collect the working parameters of the train broadcasting system in real time, analyze the collected working parameters using a machine learning algorithm, identify whether the train broadcasting system has a fault, and generate fault information when a fault is identified in the train broadcasting system. The fault information includes train broadcast fault information and information on whether manual broadcasting is available, and the fault information is sent to the TCMS system;

[0034] A transmission module is used to establish a communication connection between the TCMS system and various subsystems of the train, wherein the subsystems include the train broadcasting system. After receiving the fault information, the TCMS system processes the fault information and sends the processed fault information to the on-board VOBC. After receiving the fault information, the on-board VOBC verifies the fault information. If the verification is successful, the fault information is encrypted and sent to the central ATS subsystem. If the verification is unsuccessful, the fault information is corrected and the corrected fault information is encrypted and sent to the central ATS subsystem.

[0035] The dispatching module is used to prompt the central train dispatcher to enable remote manual broadcasting for the faulty train on the system interface when manual broadcasting is available, and also send an electronic dispatching command to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train. When manual broadcasting is not available, the electronic dispatching command is directly sent to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train.

[0036] The adjustment module is used to determine whether it is necessary to add a spare car based on the fault type and severity of the fault information. If a spare car is needed, the route between the faulty train and other related trains is adjusted, and a dynamic adjustment operation plan is automatically generated. The central train dispatcher previews the generated adjustment operation plan. After clicking "Execute" on the operation diagram preview interface, the central ATS subsystem starts to execute the adjusted train operation plan.

[0037] Compared with the prior art, the beneficial effects of the present invention are at least as follows:

[0038] In the technical solution provided by the present application, by collecting the working parameters of the train broadcasting system in real time and using machine learning algorithms to analyze and identify faults, fault information can be quickly generated and processed, thereby improving the efficiency of fault handling of the train broadcasting system; when a fault occurs in the broadcasting system, the train operation plan is adjusted in time to reduce train delay time and ensure the safety of train operation; the automated and intelligent fault identification mechanism reduces the reliance on the personal experience of dispatchers and reduces the risk of improper fault handling due to lack of personal experience; through the dynamic adjustment mechanism, the train operation plan can be quickly adjusted when a fault occurs, reducing the impact on the operating order and improving the overall operating efficiency; encryption technology is used to ensure the security of fault information during transmission to prevent data tampering; for each Each data group generates two verification data on the left diagonal and the right diagonal, which improves the recovery ability of the data group in the event of loss; through the verification and correction mechanism, it ensures that the on-board VOBC obtains accurate fault information, so as to make correct scheduling decisions; when it is necessary to add a spare car, the system can automatically adjust the train route and generate a dynamic adjustment operation plan, reducing the complexity and time consumption of manual operation; by simulating the propagation of delays caused by train failures, and dynamically adjusting the operation plan of subsequent trains based on the simulation results, the impact of the failure on the entire rail transit system can be reduced; through intelligent and automated means, the efficiency and safety of fault handling of the urban rail train broadcasting system are improved, while reducing dependence on manual labor and improving operational reliability and efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0040] Figure 1 This is a schematic diagram of an embodiment of an intelligent dispatching method in a scenario where a city rail train broadcasts a fault in an embodiment of the present application;

[0041] Figure 2 A schematic diagram of an embodiment of a data set sequence diagram in an embodiment of the present application

[0042] Figure 3 This is a schematic diagram of an embodiment of an intelligent dispatching device in a scenario of a broadcast failure of an urban rail train in an embodiment of the present application. DETAILED DESCRIPTION

[0043] The embodiments of the present application provide an intelligent scheduling method and device for a broadcast failure scenario of an urban rail train. The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "including" or "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0044] For ease of understanding, the specific process of the embodiment of the present application is described below. Figure 1 In an embodiment of the present application, an embodiment of an intelligent dispatching method in a scenario where a city rail train broadcasts a fault includes:

[0045] S1. Collect the working parameters of the train broadcasting system in real time, use machine learning algorithms to analyze the collected working parameters, identify whether there is a fault in the train broadcasting system, and generate fault information when a fault is identified. The fault information includes train broadcast fault information and whether manual broadcasting is available, and send the fault information to the TCMS system.

[0046] Specifically, in the operation of urban rail transit, the train broadcasting system, as an important operation and production system, is a voice broadcasting system that broadcasts emergency announcements, train operation, passenger guidance and other service information, and issues work orders and notifications to staff. Train broadcasting failure is one of the common failures of trains in the operation of urban rail transit, and the failure rate is relatively high. If the failure is not identified or handled in time, it will have a great impact on passenger services and normal operation of trains, and even affect the operation order.

[0047] In order to timely identify whether the urban rail train broadcasting system has a fault, the operating status of the urban rail train broadcasting system is monitored by collecting the working parameters of the train broadcasting system in real time. The working parameters include broadcast volume, sound quality, power status of broadcasting equipment, broadcast signal strength, broadcasting system hardware temperature, voltage, etc. Then, the collected working parameters are analyzed using a machine learning algorithm. The working parameters are first preprocessed, and then key features are extracted, such as volume fluctuation range, sound quality distortion, power supply voltage fluctuation, and signal strength attenuation rate. The model is trained using historical fault data and normal data to build a fault recognition model. The fault recognition model determines whether there is a fault based on the extracted key features, and also identifies the fault type, such as speaker damage, power failure, program abnormality, and signal interference. The severity of the fault is also evaluated, such as a minor fault that only affects the broadcasting function of some carriages, and a serious fault that affects the broadcasting function of the entire train. Whether the status of the manual broadcasting equipment is available is also determined through monitoring. After the fault is identified, fault information is generated. The fault information includes the fault time, fault type, fault severity, and whether the manual broadcast is available. The fault information is then sent to the TCMS system.

[0048] S2. The TCMS system establishes communication connections with various subsystems of the train, including the train broadcasting system. After receiving the fault information, the TCMS system processes the fault information and sends the processed fault information to the on-board VOBC. After receiving the fault information, the on-board VOBC verifies the fault information. If the verification is successful, the fault information is encrypted and sent to the central ATS subsystem. If the verification is unsuccessful, the fault information is corrected, and the corrected fault information is encrypted and sent to the central ATS subsystem.

[0049] Specifically, if the on-board VOBC receives incorrect fault information, the subsequent fault processing will not be timely, which may cause major problems. In order for the on-board VOBC to receive the correct fault information, the TCMS system processes the fault information after receiving it. The specific processing process will be explained in detail later and the processed fault information will be sent to the on-board VOBC. After receiving the fault information, the on-board VOBC also verifies the fault information. If the verification is successful, it means that the fault information is accurate. Since the on-board VOBC and the central ATS subsystem communicate through a wireless network, the fault information may be tampered with during the transmission of the fault information. Therefore, in order to ensure the security of the fault information during transmission, the fault information is encrypted and then sent to the central ATS subsystem. If the verification is unsuccessful, it means that the fault information is wrong. Therefore, the fault information is corrected and the corrected fault information is encrypted and then sent to the central ATS subsystem. The above-mentioned sending method can ensure the reliability and security of fault information transmission.

[0050] S3. When manual broadcasting is available, the system interface prompts the central train dispatcher to enable remote manual broadcasting for the faulty train, and also sends an electronic dispatching command to notify the train dispatcher at the vehicle base to prepare for the addition of spare trains. When manual broadcasting is not available, an electronic dispatching command is directly sent to notify the train dispatcher at the vehicle base to prepare for the addition of spare trains.

[0051] Specifically, after the central ATS subsystem obtains the fault information, if manual broadcasting is available, the system interface automatically prompts the central train dispatcher to enable remote manual broadcasting for the faulty train. The central train dispatcher manually confirms the prompt and enables remote manual broadcasting. It also automatically sends an electronic dispatching command to notify the vehicle base train dispatcher to prepare for the addition of spare vehicles. The vehicle base train dispatcher signs the dispatching command and makes preparations for the addition. If manual broadcasting is not available, the electronic dispatching command is directly sent to notify the vehicle base train dispatcher to prepare for the addition of spare vehicles. After receiving the command, the vehicle base train dispatcher immediately arranges the spare vehicle to standby and makes relevant preparations, such as: checking whether the broadcasting system of the spare vehicle is normal, arranging the driver to be on standby, notifying the station to prepare to receive the vehicle, etc.

[0052] S4. Determine whether a spare car is needed based on the fault type and severity of the fault information. If a spare car is needed, adjust the routes of the faulty train and other related trains, and automatically generate a dynamic adjustment operation plan. The central train dispatcher previews the generated adjustment operation plan. After clicking "Execute" on the operation diagram preview interface, the central ATS subsystem starts to execute the adjusted train operation plan.

[0053] Specifically, the central ATS subsystem determines whether it is necessary to add a spare car based on the received fault information, fault type and severity. For example, when the fault severity reaches a certain level, manual broadcasting is not available, or the train delay time exceeds a predetermined threshold, it is determined that a spare car needs to be added. When a spare car needs to be added, the central ATS subsystem automatically generates an adjusted train route plan based on factors such as the current train operation status and station passenger flow. The plan includes route adjustments between the faulty train and other related trains, the timing and location of the spare car being put into operation, the adjustment of the train stop sites, the adjustment of the train running speed, etc. The system automatically generates a dynamically adjusted train operation plan, such as train timetable adjustment, train running speed adjustment, train stop site adjustment, etc. The central train dispatcher views the generated adjusted operation plan on the operation diagram preview interface. After confirming that it is correct, he clicks execute on the operation diagram preview interface, and the central ATS subsystem begins to execute the adjusted train operation plan.

[0054] The above method promptly handles the fault when a fault occurs in the urban rail train broadcasting system. By adding a spare train, the crossing between the faulty train and other related trains and the train operation plan are adjusted to ensure the safety of train operation, reduce train delay time and improve operational efficiency.

[0055] Through the above implementation, it is possible to effectively deal with failures in the urban rail train broadcasting system and improve the reliability and safety of train operations.

[0056] In a specific embodiment, the fault information is processed, specifically including the following steps:

[0057] S21, converting the fault information into binary data, dividing the binary data into multiple data according to a preset number of bits, generating a corresponding correction code based on each data, combining each data and the corresponding correction code to generate a data group, numbering each data group from one in sequence, presetting a first number, arranging the first number of data groups in a row in the order of the numbers until all the data groups are arranged, generating a corresponding data group sequence diagram, taking the first data group in the data group sequence diagram as the first data group, and taking the second number of other data groups forming a right diagonal with the first data group as the second data group, and in the case that the number of the second data groups forming a right diagonal with the first data group is less than the second number, using the preset first data group as the first data group. A second data group is supplemented as the supplementary data group so that the number of the second data groups reaches a second number, a first operation is performed on the second data group and the first data group to generate first verification data, and a second number of other data groups forming a left diagonal with the first data group are referred to as a third data group, and a first operation is performed on the third data group and the first data group to generate second verification data, and when the number of the third data groups forming a left diagonal with the third data group is less than the second number, the preset first data is used as the supplementary data group to supplement the third data group so that the number of the third data groups reaches a second number, and the second number is equal to the first number minus one, and this step is repeated to calculate the first verification data and the second verification data corresponding to all the data groups in the data group sequence diagram;

[0058] S22, sending all data groups and corresponding serial numbers, first verification data and second verification data to the vehicle-mounted VOBC.

[0059] Specifically, the fault information to be sent is converted into binary data for subsequent grouping and verification processing, and the binary data is divided into multiple data according to a preset number of bits (for example, 8 bits, 16 bits or 32 bits). A corresponding correction code is generated based on each data. The correction code can correct the data when an error occurs in the data. The data and the correction code are combined to generate a data group. Each data group contains the same number of bits. Each data group is numbered from one in sequence for subsequent identification and processing. A first number (assuming it is 5) is preset to represent the number of data groups in each row. The first number of data groups are arranged in a row in the order of numbering to generate the following: Figure 2 The data group sequence diagram shown in the figure is for the first data group a1 of the fault information. Figure 2 As shown, a1 and a7, a13, a19 and a25 which form a diagonal line with a1 are subjected to a first operation to generate corresponding first verification data C5, wherein a7, a13, a19 and a25 are connected with a1 in pairs to form a right diagonal line in the data group sequence diagram, and the first operation is an exclusive OR operation. The first verification data of the above five data a1, a2, a3, a4 and a5 are all C5, and corresponding second verification data is generated for a1. Figure 2 As shown, since a1 is the first data group, 4 a0 are used as substitute data to form a left diagonal line with a1, and the first operation is performed to generate the corresponding second verification data D1. a2 and a6 are two data, and 3 a0 are added to form a left diagonal line with a2 and a6, and the first operation is performed to generate the second verification data D2. At this time, the second verification data of a2 and a6 are both D2, as shown in FIG. Figure 2 As shown, a2, a8, a14 and a20 also form a right diagonal line, but there are only four of them. Therefore, the preset first data, that is, a0, is used as the substitute data and a2, a8, a14 and a20 to perform the first operation to generate the corresponding first verification data C4. The same method as above is used to generate the corresponding first verification data and second verification data for all data groups in the data group sequence diagram. After that, all data groups and the corresponding numbers, first verification data and second verification data are sent to the on-board VOBC.

[0060] In a specific embodiment, after receiving the fault information, the vehicle-mounted VOBC verifies the fault information, which specifically includes the following steps:

[0061] S221, the in-vehicle VOBC generates a data group sequence diagram based on the number, and further determines whether there is a missing data group based on the number. If yes, obtain the first missing data group as the first missing data group, and obtain the second data group that forms a right diagonal with the first missing data group based on the data group sequence diagram;

[0062] S222: if the second data group is not missing, obtain the corresponding first verification data, perform a first operation on the first verification data and the second data group to obtain a result value, and add the obtained result value as the first missing data group to the data group sequence diagram;

[0063] S223, if there is a missing data group in the second data group, obtain the missing data group in the second data group as a second missing data group, and obtain a third data group that forms a left diagonal with the second missing data group;

[0064] S224, when the third data group is not missing, obtain second verification data corresponding to the second missing data group, perform the first operation on the second verification data and the third data group to obtain a result value, use the result value as the second missing data group, add the second missing data group to the data group sequence diagram, obtain a second data group without missing, and then obtain the first missing data group based on the second data group and the corresponding first verification data;

[0065] S225. If the third data group is missing, return to S223 to obtain the missing data group in the third data group;

[0066] S226: Determine whether there are any missing data groups that have not been supplemented. If not, end this step. If so, return to S221 until all missing data groups are supplemented.

[0067] Specifically, Figure 2 As shown, assuming that a1 is a missing data group, obtain the second data group (a7, a13, a19 and a25) that forms a diagonal with a1. If the second data group, that is, a7, a13, a19 and a25, is not missing, obtain the corresponding first verification data C5, perform alienation operation on C5 and a7, a13, a19, a25, and obtain a result value assumed to be b1. Supplement b1 to the data group sequence diagram to supplement the missing data group a1.

[0068] If the second data group is missing, assuming that a7 is the missing second data group, then obtain the third data group (a3, a11, a0, a0) that forms a left diagonal with a7, and when neither a3 nor a11 is missing, obtain the corresponding second verification data D3, obtain the result value b2 of the third data group, that is, (a3, a11, a0, a0) and the second verification data D3, and add b2 as the missing data group a7 to the data group sequence diagram. At this time, the second data groups are complete, and the missing data group a1 can be supplemented based on the second data group and the corresponding first verification data.

[0069] It should be noted that if the second verification data D3 is found to be missing, it can be obtained by performing an XOR operation based on a3, a11, and two a0s. If a3 or a11 is found to be missing, the corresponding second verification data D3 can be calculated after supplementing a3 or a11.

[0070] In the case that there are also missing parts in the third data group, assuming that a3 is missing, the second data groups a9 and a15 that form a diagonal with a3 are obtained, and the corresponding first verification data C3 is also obtained. A first operation is performed on a9, a15 and C3 to obtain the corresponding result value b3, and b3 is added to the third data group as the missing a3. After the third data group is completed, the second data group is supplemented based on the third data group and the corresponding second verification data D3, and the missing data group a1 is supplemented based on the second data group and the first verification data C5.

[0071] Then, it is determined whether there are any missing data groups in the data group sequence diagram. If not, this step ends. If yes, the missing data groups are supplemented from S221 until the missing data groups are supplemented.

[0072] The above method generates two verification data on the left diagonal and the right diagonal for each data group, so that when a data group is lost, the lost data group can be restored based on the two verification data, thereby improving the recovery capability of the data group and ensuring that the on-board VOBC receives complete fault information.

[0073] In a specific embodiment, after all missing data sets are completed, the following steps are performed:

[0074] Based on the data group sequence diagram, the first verification data and the second verification data corresponding to each data group are generated, the first verification data and the first verification data are compared, and the second verification data and the second verification data are also compared. If the first verification data and the first verification data are the same, and the first verification data and the second verification data are also the same, it is judged that the corresponding data group verification is successful, otherwise, it is judged that the corresponding data group verification has failed, and the data group that failed the verification is corrected.

[0075] Specifically, in order for VOBC to obtain accurate fault information, after the missing data groups are completed, some erroneous data groups may still exist. Therefore, the data groups are verified again, and the first verification data of each data group is generated by the method of generating the first verification data, and the second verification data of the data group is generated by the method of generating the second verification data. For each data group, the first verification data and the first verification data are compared, and the second verification data and the second verification data are compared. If they are the same, it means that there is no error in the data group, and the data group verification is judged to be successful. If the first verification data and the first verification data are different, or the second verification data and the second verification data are different, or they are not the same, it means that the data group may be wrong, and the data group that failed the verification needs to be corrected. The specific correction method will be explained in detail later.

[0076] In a specific embodiment, correcting the data group that failed the verification specifically includes the following steps:

[0077] A data group is obtained, original data and a corresponding correction code are obtained based on the data group, and the original data is corrected based on the correction code.

[0078] Specifically, the correction code can be a code with correction function such as Hamming code obtained based on the original data. The original data is corrected based on the correction code to obtain error-free original data, and finally the fault information is restored based on the original data. Based on the above method, it can ensure that the on-board VOBC obtains accurate fault information.

[0079] In a specific embodiment, the corrected fault information is encrypted and sent to the central ATS subsystem, which specifically includes the following steps:

[0080] Get the current timestamp, generate a first key based on the timestamp and fault information, encrypt the fault information multiple times based on the first key to generate first secret data, generate a corresponding first hash value based on the first secret data, encrypt the first key, the first hash value and the first secret data using the second key to generate second secret data, and send the second secret data to the central ATS subsystem.

[0081] Specifically, since the on-board VOBC and the central ATS subsystem communicate through a wireless network, the data is easily tampered with during transmission. In order to ensure the security of the fault information during transmission, the on-board VOBC encrypts the corrected fault information and then sends it to the central ATS subsystem. First, the current timestamp is obtained, and a first key is generated based on the timestamp and the fault information. For example, the existing HMAC-SHA256 algorithm can be used to take the timestamp and the fault information as input to generate a key of a fixed length. By generating a dynamic key, security is enhanced. Then, the fault information is encrypted multiple times using the first key to generate first secret data. By encrypting the fault information multiple times, the difficulty of cracking is increased and security is improved. Then, a corresponding first hash value is generated based on the first secret data. For example, a predetermined hash function SHA-256 can be used to perform hash calculation on the first secret data. Then, the first key, the first hash value and the first secret data are encrypted using the second key to generate second secret data. The second key is a key agreed upon in advance by the on-board VOBC and the central ATS subsystem. The second secret data is sent to the central ATS subsystem, and the sensitive information is encrypted again using the second key, further improving the security of the fault data.

[0082] In a specific embodiment, after the central ATS subsystem receives the second secret data, the following steps are specifically included:

[0083] decrypting the second secret data based on the second key to obtain the first key, the first hash value and the first secret data;

[0084] Decrypt the first secret data based on the first key to obtain the corresponding first decrypted data, generate the corresponding second hash value based on the first decrypted data, and determine whether the second hash value is the same as the first hash value. If they are the same, end this step; if they are not the same, repeat this step until the second hash value is the same as the first hash value.

[0085] Specifically, after the central ATS subsystem receives the second secret data, it first decrypts the second secret data based on the second key to obtain the first key, the first hash value and the first secret data, decrypts the first secret data based on the first key to obtain the first decrypted data, generates a second hash value based on the first decrypted data, and determines whether the second hash value is the same as the first hash value. If they are the same, it means that the on-board VOBC has encrypted the fault information once, and the first decrypted data at this time is the fault information. If they are not the same, it means that the on-board VOBC has encrypted the fault information more than once. At this time, continue to use the first key to continue to decrypt the first decrypted data until the second hash value is the same as the first hash value, and the corresponding second decrypted data obtained is used as the fault information. The above method ensures that the fault information can be accurately restored.

[0086] In a specific embodiment, the automatic generation of a dynamic adjustment operation plan specifically includes the following steps:

[0087] The stations are represented as nodes of the graph, and the track sections between the stations are represented as edges of the graph. The train operation data and passenger flow data of the faulty train running line are collected. The train delays caused by the train failure are simulated based on the graph to generate a delay propagation model. The impact of the faulty train on subsequent trains is predicted based on the propagation model. For the affected trains that have not yet departed, the departure time is postponed. For the affected trains that are already running, the running speed is adjusted.

[0088] Specifically, stations and track sections are abstracted into graph models, and train operation data and passenger flow data are used to simulate the propagation of delays caused by train failures. The departure time and running speed of affected trains are adjusted based on the propagation model. The purpose is to simulate the propagation of delays caused by train failures and dynamically adjust the operation plans of subsequent trains based on the simulation results to reduce the impact of failures on the entire rail transit system.

[0089] The above describes an intelligent dispatching method in a scenario of a broadcast fault of an urban rail train in an embodiment of the present application. The following describes an intelligent dispatching device in a scenario of a broadcast fault of an urban rail train in an embodiment of the present application. Figure 3 In an embodiment of the present application, an intelligent dispatching device in a scenario where a city rail train broadcasts a fault includes:

[0090] The identification module is used to collect the working parameters of the train broadcasting system in real time, analyze the collected working parameters using a machine learning algorithm, identify whether the train broadcasting system has a fault, and generate fault information when a fault is identified. The fault information includes train broadcast fault information and whether manual broadcasting is available, and sends the fault information to the TCMS system;

[0091] The transmission module is used to establish a communication connection between the TCMS system and various subsystems of the train, including the train broadcasting system. After receiving the fault information, the TCMS system processes the fault information and sends the processed fault information to the on-board VOBC. After receiving the fault information, the on-board VOBC verifies the fault information. If the verification is successful, the fault information is encrypted and sent to the central ATS subsystem. If the verification is unsuccessful, the fault information is corrected and the corrected fault information is encrypted and sent to the central ATS subsystem.

[0092] The dispatching module is used to prompt the central train dispatcher to enable remote manual broadcasting for the faulty train on the system interface when manual broadcasting is available, and also send an electronic dispatching command to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train. When manual broadcasting is not available, the electronic dispatching command is directly sent to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train.

[0093] The adjustment module is used to determine whether it is necessary to add a spare car based on the fault type and severity of the fault information. If a spare car is needed, the route between the faulty train and other related trains is adjusted, and a dynamic adjustment operation plan is automatically generated. The central train dispatcher previews the generated adjustment operation plan. After clicking "Execute" on the operation diagram preview interface, the central ATS subsystem starts to execute the adjusted train operation plan.

[0094] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described systems, systems and units can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0095] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk and other media that can store program codes.

[0096] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An intelligent dispatching method for urban rail train broadcast fault scenario, characterized in that: The method comprises: S1. Collect the working parameters of the train broadcasting system in real time, analyze the collected working parameters using a machine learning algorithm, identify whether the train broadcasting system has a fault, and generate fault information when a fault is identified. The fault information includes the fault time, fault type, fault severity, and whether manual broadcasting is available. The fault types include speaker damage, power failure, program abnormality, and signal interference. The fault information is sent to the TCMS system. S2, the TCMS system establishes a communication connection with each subsystem of the train, the subsystem includes the train broadcasting system, after receiving the fault information, the TCMS system processes the fault information, and sends the processed fault information to the on-board VOBC, after receiving the fault information, the on-board VOBC verifies the fault information, if the verification is successful, the fault information is encrypted and sent to the central ATS subsystem, if the verification is unsuccessful, the fault information is corrected, the corrected fault information is encrypted and sent to the central ATS subsystem; S3. When manual broadcasting is available, the system interface prompts the central train dispatcher to enable remote manual broadcasting for the faulty train, and sends an electronic dispatching command to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train. When manual broadcasting is not available, the electronic dispatching command is directly sent to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train. S4. Determine whether it is necessary to add a spare car based on the fault type and severity of the fault information. If a spare car is needed, adjust the routes of the faulty train and other related trains, and automatically generate a dynamic adjustment operation plan. The central train dispatcher previews the generated adjustment operation plan. After clicking "Execute" on the operation diagram preview interface, the central ATS subsystem starts to execute the adjusted train operation plan.

2. The method according to claim 1, characterized in that Process the fault information, including: S21, converting the fault information into binary data, dividing the binary data into multiple data according to a preset number of bits, generating a corresponding correction code based on each data, combining each data and the corresponding correction code to generate a data group, numbering each data group in sequence from one, presetting a first number, arranging the first number of data groups in a row in the order of the numbers until all the data groups are arranged, generating a corresponding data group sequence diagram, taking the first data group in the data group sequence diagram as the first data group, and taking the second number of other data groups forming a right diagonal line with the first data group as the second data group, and in the case that the number of the second data groups forming a right diagonal line with the first data group is less than the second number, using the preset first data as the supplementary data a second data group is supplemented by a plurality of data groups, so that the number of the second data groups reaches a second number, a first operation is performed on the second data group and the first data group to generate first verification data, and a second number of other data groups forming a left diagonal with the first data group are referred to as third data groups, a first operation is performed on the third data group and the first data group to generate second verification data, and when the number of third data groups forming a left diagonal with the third data group is less than the second number, the preset first data is used as a supplementary data group to supplement the third data group, so that the number of the third data groups reaches a second number, the second number is equal to the first number minus one, and this step is repeated to calculate the first verification data and the second verification data corresponding to all the data groups in the data group sequence diagram; S22. Send all the data groups and the corresponding serial numbers, the first verification data and the second verification data to the vehicle-mounted VOBC.

3. The method according to claim 2, characterized in that After receiving the fault information, the vehicle-mounted VOBC verifies the fault information, including: S221, the in-vehicle VOBC generates a data group sequence diagram based on the number, and further determines whether there is a missing data group based on the number, if yes, obtains the first missing data group as the first missing data group, and based on the data group sequence diagram, obtains the second data group that forms a right diagonal with the first missing data group; S222: if the second data group is not missing, obtain corresponding first verification data, perform a first operation on the first verification data and the second data group to obtain a result value, and add the obtained result value as the first missing data group to the data group sequence diagram; S223: if the second data group is missing, obtain the missing data group in the second data group as a second missing data group, and obtain a third data group that forms a left diagonal with the second missing data group; S224: if the third data group is not missing, obtain the second verification data corresponding to the second missing data group, perform a first operation on the second verification data and the third data group to obtain a result value, use the result value as the second missing data group, add the second missing data group to the data group sequence diagram, obtain the second data group without missing, and then obtain the first missing data group based on the second data group and the corresponding first verification data; S225. If the third data group is missing, return to S223 to obtain the missing data group in the third data group; S226: Determine whether there are any missing data groups that have not been supplemented. If not, end this step. If so, return to S221 until all missing data groups are supplemented.

4. The method according to claim 3, characterized in that After completing all missing data sets, also execute: Based on the data group sequence diagram, the first verification data and the second verification data corresponding to each data group are generated, the first verification data and the first verification data are compared, and the second verification data and the second verification data are compared. If the first verification data and the first verification data are the same, and the first verification data and the second verification data are also the same, it is determined that the corresponding data group has been successfully verified; otherwise, it is determined that the corresponding data group has failed to be verified, and the data group that failed to be verified is corrected.

5. The method according to claim 4, characterized in that Correcting the data group that failed the verification, including: A data group is obtained, original data and a corresponding correction code are obtained based on the data group, and the original data is corrected based on the correction code.

6. The method according to claim 1, characterized in that The corrected fault information is encrypted and sent to the central ATS subsystem, including: Obtain the current timestamp, generate a first key based on the timestamp and fault information, encrypt the fault information multiple times based on the first key to generate first secret data, generate a corresponding first hash value based on the first secret data, encrypt the first key, the first hash value and the first secret data using a second key to generate second secret data, and send the second secret data to the central ATS subsystem.

7. The method according to claim 6, characterized in that After receiving the second secret data, the central ATS subsystem executes: decrypting the second secret data based on the second key to obtain the first key, the first hash value and the first secret data; Decrypt the first secret data based on the first key to obtain corresponding first decrypted data, generate a corresponding second hash value based on the first decrypted data, and determine whether the second hash value is the same as the first hash value. If they are the same, end this step; if they are not the same, repeat this step until the second hash value is the same as the first hash value.

8. The method according to claim 1, characterized in that Automatically generate dynamic adjustment operation plans, including: The stations are represented as nodes of the graph, and the track sections between the stations are represented as edges of the graph. The train operation data and passenger flow data of the faulty train running line are collected, and a delay propagation model is generated by simulating the train delays caused by the train failure based on the graph. The impact of the faulty train on subsequent trains is predicted based on the propagation model. For the affected trains that have not yet departed, the departure time is postponed, and for the affected trains that are already running, the running speed is adjusted.

9. An intelligent dispatching device for urban rail train broadcast fault scenarios, characterized in that: The device comprises: An identification module is used to collect the working parameters of the train broadcasting system in real time, analyze the collected working parameters using a machine learning algorithm, identify whether the train broadcasting system has a fault, and generate fault information when a fault is identified. The fault information includes the fault time, fault type, fault severity, and whether manual broadcasting is available. The fault types include speaker damage, power failure, program abnormality, and signal interference. The fault information is sent to the TCMS system. A transmission module is used to establish a communication connection between the TCMS system and various subsystems of the train, wherein the subsystems include the train broadcasting system. After receiving the fault information, the TCMS system processes the fault information and sends the processed fault information to the on-board VOBC. After receiving the fault information, the on-board VOBC verifies the fault information. If the verification is successful, the fault information is encrypted and sent to the central ATS subsystem. If the verification is unsuccessful, the fault information is corrected and the corrected fault information is encrypted and sent to the central ATS subsystem. The dispatching module is used to prompt the central train dispatcher to enable remote manual broadcasting for the faulty train on the system interface when manual broadcasting is available, and also send an electronic dispatching command to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train. When manual broadcasting is not available, the electronic dispatching command is directly sent to notify the train dispatcher at the vehicle base to prepare for the additional operation of the spare train; The adjustment module is used to determine whether it is necessary to add a spare car based on the fault type and severity of the fault information. If a spare car is needed, the route between the faulty train and other related trains is adjusted, and a dynamic adjustment operation plan is automatically generated. The central train dispatcher previews the generated adjustment operation plan. After clicking "Execute" on the operation diagram preview interface, the central ATS subsystem starts to execute the adjusted train operation plan.

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