Compilation method of fault handling plan for rail transit

Abstract

The invention discloses a compilation method of a fault disposal plan for rail transit, and relates to the technical field of rail transit emergency disposal, and the method comprises the steps: based on the structural design of each device in a full-automatic operation system, employing a fault mode influence analysis method to analyze each part in the device, obtaining a fault influence analysis result of each part; according to the fault log data and the fault influence analysis result of the full-automatic operation system, calculating to obtain a fault influence factor evaluation index value; calculating a comprehensive fault influence index by using an entropy weight method according to the fault influence factor evaluation index value; and determining a fault level according to the comprehensive fault influence index, and making a corresponding fault disposal plan. The equipment parts are analyzed by adopting the fault mode influence analysis method, the fault mode and influence can be comprehensively and accurately recognized, the comprehensive fault influence index is calculated by adopting the entropy weight method, corresponding measures can be effectively taken, and the disposal efficiency is improved.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit emergency response, and in particular to a method for compiling a fault response plan for rail transit. Background Art

[0002] The fully automatic operation system (FAO) consists of subsystems related to train operation, such as signals, vehicles, communications, integrated monitoring, and platform screen doors, which are suitable for fully automatic operation. Through the organic linkage between subsystems, the system realizes the reliable and stable operation of the train without the intervention of drivers or passengers, which significantly improves the automation level of rail transit operation. However, some fault handling of the fully automatic operation system still requires human intervention, and the reduction in fault handling efficiency during the human-machine switching process has become a common concern of operating companies. Therefore, although the fully automatic operation system has the advantages of saving manpower and flexible organization, rail transit is still operated in a manned mode and has not yet fully realized these potentials.

[0003] The fault handling plan of the fully automatic operation system is usually based on the fault handling experience accumulated by the operating unit and is formulated in combination with the system technical briefing documents. Since the fully automatic operation system is significantly different from the traditional rail transit system in terms of function and structure, the fault emergency handling of the fully automatic operation system mainly faces problems such as scattered descriptions, inconsistent classifications, insufficient identification, lack of emergency handling priorities, and unclear emergency handling procedures. Although the opening and operation of lines with fully automatic operation systems has entered a stage of rapid development, it is undeniable that the fully automatic operation system still faces great challenges in terms of line operation, especially in the related work of fault handling plans. Summary of the invention

[0004] The purpose of this application is to provide a method for compiling a fault handling plan for rail transit, which can obtain a more applicable fault handling plan and improve the efficiency of emergency handling of faults.

[0005] To achieve the above objectives, this application provides the following solutions:

[0006] In a first aspect, the present application provides a method for compiling a fault handling plan for rail transit, comprising:

[0007] Based on the structural design of each device in the fully automatic operation system, the failure mode effect analysis method is used to analyze each component in each device to obtain the failure impact analysis results of each component;

[0008] Acquire the fault log data of the fully automatic operation system, and calculate the fault influencing factor evaluation index value of each component according to the fault log data and the fault impact analysis result of each component;

[0009] According to the evaluation index value of the failure influencing factors of each component, the comprehensive failure impact index of each component is calculated using the entropy weight method;

[0010] According to the comprehensive fault impact index of each component, the fault level of each component is determined, and a corresponding fault handling plan is formulated according to the fault level of each component.

[0011] Optionally, the fault impact analysis result includes a fault mode, a fault impact and a fault isolation method; wherein the fault impact includes a local impact, a device impact, a system impact, a safety impact and a driving impact; based on the structural design of each device in the fully automatic operation system, a fault mode impact analysis method is used to analyze each component in each device to obtain a fault impact analysis result of each component, specifically including:

[0012] Based on the structural design of each device in the fully automatic operation system, the failure mode impact analysis method is used to analyze each component in each device to obtain the failure mode of each component;

[0013] According to the failure mode of each component, combined with the analysis experience of the operating unit and external factors, the local impact, equipment impact, system impact, safety impact and driving impact of each component are gradually determined in sequence;

[0014] Determine the fault isolation measures that need to be taken for each component based on the failure mode and failure impact of each component.

[0015] Optionally, the fault influencing factor evaluation index value includes a fault impact severity evaluation index value, a hazard occurrence probability evaluation index value, a fault impact range evaluation index value, a fault isolation difficulty evaluation index value, and an operation recovery difficulty evaluation index value; acquiring fault log data of the fully automatic operation system, and calculating the fault influencing factor evaluation index value of each component according to the fault log data and the fault impact analysis result of each component, specifically including:

[0016] According to the safety impact of each component, determine the fault impact severity evaluation index value of each component;

[0017] Based on the occurrence frequency of the failure mode of each component in the failure log data, determine the failure mode frequency ratio, and calculate the hazard occurrence probability evaluation index value of each component;

[0018] According to the system impact of each component and combined with the line conditions, the extreme value method is used to calculate the fault impact range evaluation index value of each component;

[0019] Based on the fault isolation means of each component, the standard time consumption of the fault isolation means of each component is determined, and the fault isolation difficulty evaluation index value of each component is calculated using the Z-score method;

[0020] Based on the traffic impact of each component, the operation recovery time corresponding to the traffic impact of each component is determined, and the Z-score method is used to calculate the operation recovery difficulty evaluation index value of each component.

[0021] Optionally, the calculation process of the hazard occurrence probability evaluation index value is:

[0022] F x =λ×α x ×t work ;

[0023] Among them, F x is the hazard occurrence probability evaluation index value of the failure mode x of each component; λ is the failure rate; α x is the failure mode frequency ratio of failure mode x of each component, ∑α x =1; t work The working time for each task.

[0024] Optionally, the calculation process of the fault impact range evaluation index value is:

[0025]

[0026] Among them, R x is the fault impact range evaluation index value of the fault mode x of each component, r ex The number of kilometers of line affected when the failure mode x of each component occurs at the e-th typical location.

[0027] Optionally, the calculation process of the fault isolation difficulty evaluation index value is:

[0028]

[0029] Among them, K x is the fault isolation difficulty evaluation index value of the fault mode x of each component, k x The standard time required for fault isolation for each component failure mode x is, k x is the mean value of , and n is the total number of failure modes.

[0030] Optionally, the calculation process of the operation recovery difficulty evaluation index value is:

[0031]

[0032] Among them, T x is the operational recovery difficulty evaluation index value of the failure mode x of each component, t x is the median operational recovery time for failure mode x of each component, t x is the mean value of , and n is the total number of failure modes.

[0033] Optionally, according to the fault influencing factor evaluation index value of each component, the comprehensive fault impact index of each component is calculated using the entropy weight method, specifically including:

[0034] Based on the evaluation index value of the failure influencing factors of each component, a judgment matrix is ​​established; wherein the judgment matrix is ​​A=(a xy ) n×m , (x=1,2,…n; y=1,2,…m), a xy is the evaluation index value of the yth fault influencing factor of the xth fault mode, n is the total number of fault modes, and m is the total number of evaluation indexes of fault influencing factors;

[0035] Based on the judgment matrix, the entropy value corresponding to the evaluation index value of the fault influencing factor of each component is calculated; wherein the entropy value is

[0036] Based on the entropy value corresponding to the fault influencing factor evaluation index value of each component, the weight corresponding to the fault influencing factor evaluation index value of each component is calculated; wherein the weight is

[0037] According to the evaluation index value of the fault influencing factor of each component and its corresponding weight, the comprehensive fault impact index of each component is obtained.

[0038] Optionally, according to the fault influencing factor evaluation index value of each component and its corresponding weight, a comprehensive fault impact index of each component is obtained, and the specific process is as follows:

[0039] Q x =W 1 ×C x +W 2 ×F x +W 3 ×R x +W 4 ×K x +W 5 ×T x .

[0040] Optionally, the failure level of each component is determined according to the comprehensive failure impact index of each component, specifically including:

[0041] According to the Pareto principle, the comprehensive failure impact index of all components of each device is ranked to obtain the ranking result;

[0042] According to the ranking results, the fault level of each component is determined; the fault levels include "hazardous fault", "controllable fault" and "conventional fault".

[0043] According to the specific embodiments provided in this application, this application discloses the following technical effects:

[0044] This application adopts a fault mode impact analysis method to analyze each component in each device from a design perspective, which can comprehensively and accurately identify and understand the mode and impact of the fault, thereby significantly improving the completeness of the fault handling plan; moreover, the use of quantitative fault impact evaluation index values ​​can more accurately calculate the severity of the fault impact under a specific line and a specific operation and management mode based on the fault log data, and calculate the comprehensive fault impact weight by using the entropy weight method, and then obtain the comprehensive impact index, which provides a basis for comprehensively considering multiple aspects of the impact to determine the fault level, so as to effectively take corresponding measures to improve the applicability and efficiency of the fault handling plan. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0046] Figure 1 This is an application environment diagram of a method for compiling a fault handling plan for rail transit in one embodiment of the present application;

[0047] Figure 2 A flowchart of a method for compiling a fault handling plan for rail transit provided in one embodiment of the present application;

[0048] Figure 3 A schematic diagram of a detailed calculation process of a method for compiling a fault handling plan provided in an embodiment of the present application;

[0049] Figure 4 A flowchart of an emergency response plan for axle counting equipment failure provided in another embodiment of the present application. DETAILED DESCRIPTION

[0050] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0051] The method for compiling a fault handling plan for rail transit provided in the embodiment of the present application can be applied to Figure 1 In the application environment shown. Among them, the terminal 102 communicates with the server 104 through the network. The data storage system can store the data that the server 104 needs to process. The data storage system can be set up separately, integrated on the server 104, or placed on the cloud or other servers. The terminal 102 can send the acquired equipment structure design and fault log data of the fully automatic operation system to the server 104. After the server 104 receives the equipment structure design and fault log data of the fully automatic operation system, the server 104 analyzes each component in each device based on the structural design of each device in the fully automatic operation system by using the failure mode impact analysis method to obtain the failure impact analysis result of each component, and calculates the evaluation index value of the failure impact factor of each component according to the fault log data and the failure impact analysis result of each component, and calculates the comprehensive failure impact index of each component by using the entropy weight method; according to the comprehensive failure impact index of each component, the failure level of each component is determined, and a corresponding failure handling plan is formulated. The server 104 can feedback the obtained failure handling plan to the terminal 102. In addition, in some embodiments, the method for preparing a fault handling plan for rail transit can also be implemented independently by the server 104 or the terminal 102. For example, the terminal 102 can directly process the equipment structure design and fault log data of the fully automatic operation system, or the server 104 can obtain the equipment structure design and fault log data of the fully automatic operation system from the data storage system and process them.

[0052] Among them, the terminal 102 can be but is not limited to various desktop computers, laptops, smart phones, tablet computers, Internet of Things devices and portable wearable devices, and the server 104 can be implemented by an independent server or a server cluster composed of multiple servers, and can also be a cloud server.

[0053] In an exemplary embodiment, Figure 2 As shown, a method for compiling a fault handling plan for rail transit is provided. The method is executed by a computer device, and can be executed by a computer device such as a terminal or a server alone, or by a terminal and a server together. In the embodiment of the present application, the method is applied to Figure 1The server 104 in the example is used as an example to illustrate the method, which includes the following steps 201 to 204. Among them:

[0054] Step 201, based on the structural design of each device in the fully automatic operation system, the Failure Modes and Effects Analysis (FMEA) method is used to analyze each component in each device to obtain the failure impact analysis results of each component. The failure impact analysis results include the failure mode, failure impact and failure isolation means of each component; the failure impact includes local impact, equipment impact, system impact, safety impact and driving impact.

[0055] Furthermore, based on the structural design of each device in the fully automatic operation system, the failure mode effect analysis method is used to analyze each component in each device to obtain the failure effect analysis results of each component, including:

[0056] Step 2011, based on the structural design of each device in the fully automatic operation system, a failure mode impact analysis method is used to analyze each component in each device to obtain a failure mode of each component; for example, the failure mode includes functional failure, performance deviation or timing error.

[0057] Step 212, based on the failure mode of each component, combined with the analysis experience of the operating unit and external factors, gradually determine the local impact, equipment impact, system impact, safety impact and driving impact of each component. Among them, the external factor is whether there will be a downgraded train in the future.

[0058] Step 2013, based on the failure mode and failure impact of each component, determine the failure isolation measures that need to be taken for each component; for example, the failure isolation measures include remote door opening and closing, remote resetting and switch locking, etc.

[0059] Step 202, obtain the fault log data of the fully automatic operation system, and calculate the fault impact factor evaluation index value of each component according to the fault log data and the fault impact analysis result of each component. The fault impact factor evaluation index value includes the fault impact severity evaluation index value, the hazard occurrence probability evaluation index value, the fault impact range evaluation index value, the fault isolation difficulty evaluation index value and the operation recovery difficulty evaluation index value.

[0060] Furthermore, according to the fault log data and the fault impact analysis result of each component, the fault impact factor evaluation index value of each component is calculated, specifically including:

[0061] Step 2021, determine the fault impact severity evaluation index value of each component according to the safety impact of each component; the fault impact severity of a specific failure mode refers to the system function impact caused by the failure mode of each component, which is divided into 4 levels in this application, with Level I having the most serious impact and Level IV having the least serious impact. The specific hazard severity level definitions are shown in Table 1.

[0062] Table 1 Impact severity level

[0063]

[0064]

[0065] Step 2022, since fault modes are usually not distinguished in fault log data, the occurrence frequency of the fault mode of each component in the fault log data is analyzed based on the fault mode impact analysis method, the fault mode frequency ratio is determined, and the hazard occurrence probability evaluation index value of the fault mode x of each component is calculated dimensionlessly.

[0066] The calculation process of the hazard occurrence probability evaluation index value is:

[0067] F x =λ×α x ×t work (1);

[0068] Among them, F x is the hazard occurrence probability evaluation index value of the failure mode x of each component; λ is the failure rate; α x is the failure mode frequency ratio of failure mode x for each component, Σα x =1; t work The working time for each task.

[0069] Step 2023, in the fully automatic operation system, some equipment has different impact ranges after equipment failure due to different installation locations or different jurisdictions. For example, once the turnouts entering and exiting the throat area of ​​the vehicle depot fail, it may affect the departure, return to the depot, and turnaround of trains on the entire line, while the turnout failure of the storage line will only affect the driving of a certain station area in a single direction. Therefore, in this application, according to the system impact of each component and combined with the line conditions, the extreme value method is used to non-dimensionally calculate the fault impact range evaluation index value to reflect the impact range of the fault location.

[0070] The calculation process of the fault impact range evaluation index value is as follows:

[0071]

[0072] Among them, R x is the fault impact range evaluation index value, r exThe number of kilometers of line affected when the failure mode x of each component occurs at the e-th typical location.

[0073] Step 2024: After an equipment failure occurs during the passenger operation of an urban rail transit line, it is not necessary to repair the fault, but the fault isolation is prioritized to eliminate or reduce the impact of the fault, and then repair is performed during non-operating hours. Therefore, in this application, based on the fault isolation means, the standard time consumption of the fault isolation means is determined, and the Z-score method is used to calculate the fault isolation difficulty evaluation index value to characterize the fault isolation difficulty.

[0074] The calculation process of the fault isolation difficulty evaluation index value is as follows:

[0075]

[0076] Among them, K x is the fault isolation difficulty evaluation index value, k x The standard time required for fault isolation for each component failure mode x is, k x is the mean value of , and n is the total number of failure modes.

[0077] Step 2025, based on the traffic impact, determine the operation recovery time corresponding to the traffic impact, and also use the Z-score method to calculate the operation recovery difficulty evaluation index value. The operation recovery difficulty evaluation index value considered in this application refers to the difficulty of restoring to the planned train operation interval after the traffic is disturbed due to equipment failure, so the operation recovery time is used as its characterization parameter, and the operation recovery time will be affected by the dispatcher's personal operation, so the median time of the same type of operation is selected as the reference value.

[0078] The calculation process of the operation recovery difficulty evaluation index value is as follows:

[0079]

[0080] Among them, T x is the operational recovery difficulty evaluation index value, t x is the median operational recovery time for failure mode x of each component, t x is the mean value of , and n is the total number of failure modes.

[0081] Step 203, according to the fault influencing factor evaluation index value of each component, the comprehensive fault impact index of each component is calculated using the entropy weight method to complete the fault scenario classification. Using entropy to represent the amount of information contained in the known data and determine its weight can objectively reflect the differences and importance between different indicators. When the difference in the evaluation index value is greater, the amount of information carried by the indicator is greater, and the indicator is given a greater weight; conversely, the weight is smaller.

[0082] Furthermore, according to the evaluation index value of the fault influencing factors of each component, the comprehensive fault impact index of each component is calculated using the entropy weight method, which specifically includes:

[0083] Step 2031: Based on the evaluation index value of the failure influencing factor of each component, a judgment matrix is ​​established; wherein the judgment matrix is ​​A=(a xy ) n×m , (x=1,2,…n; y=1,2,…m), a xy is the yth fault influencing factor evaluation index value of the xth fault mode, n is the total number of fault modes, and m is the total number of fault influencing factor evaluation indexes.

[0084] Step 2032, based on the judgment matrix, calculate the entropy value of the fault influencing factor evaluation index; specifically, first normalize the judgment matrix, and when a xy <0, use the translation method to correct it, the formula is as follows:

[0085]

[0086] The entropy value formula corresponding to the evaluation index value of the fault influencing factor of each component is calculated as follows:

[0087]

[0088] Among them, a' xy It is the corrected evaluation index of the yth fault influencing factor of the xth evaluation object.

[0089] Step 2033, based on the entropy value corresponding to the fault influencing factor evaluation index value of each component, calculate the weight corresponding to the fault influencing factor evaluation index value of each component, and the calculation process is:

[0090]

[0091] Step 2034, according to the fault influencing factor evaluation index value of each component and its corresponding weight, obtain the comprehensive fault impact index of each component, and the calculation process is:

[0092] Q x =W 1 ×C x +W 2 ×F x +W 3 ×R x +W 4 ×K x +W 5 ×T x (8).

[0093] Step 204, determine the fault level of each component based on the comprehensive fault impact index of each component, and formulate a corresponding fault handling plan based on the standardized emergency handling process for different fault levels, so that the system can be efficiently restored to normal operating conditions or ensure safe operation in a degraded mode.

[0094] Further, according to the comprehensive fault impact index of each component, the fault level of each component is determined, specifically including:

[0095] According to the Pareto principle, the comprehensive failure impact index of all components of each equipment is ranked to obtain the ranking results; the failure mode of each component with a score in the top 20% of the ranking results is determined as a "hazardous failure", the failure mode of each component with a score in the top 20% to 50% is determined as a "controllable failure", and the failure mode of each component in the remaining 50% is determined as a "conventional failure".

[0096] Among them, Class A is a "hazardous failure". The failure has the characteristics of high hazard, wide impact range and high difficulty in maintenance. When a failure occurs, the main purpose should be to ensure operation guarantee, reduce cost attention, and ensure operation safety and order to the greatest extent; Class B is a "controllable failure". The impact of the failure is temporarily controllable, but if not intervened in time, it may also evolve into an operational accident. The focus should be on improving fault handling efficiency, shortening response time and simplifying the response process; Class C is a "conventional failure". The failure is a conventional failure. When handling, the fault isolation should be completed as soon as possible, and it should be repaired in time after the operation ends. Equipment maintenance should be strengthened at ordinary times, and inspection and maintenance should be standardized, and spare parts management should be strengthened.

[0097] By implementing the above-mentioned steps 201 to 204, the present application adopts a fault mode impact analysis method to analyze each component in each device from a design perspective, which can comprehensively and accurately identify and understand the mode and impact of the fault, thereby significantly improving the completeness of the fault handling plan; moreover, the use of quantitative fault impact evaluation index values ​​can more accurately calculate the severity of the fault impact under a specific line and a specific operation management mode based on the fault log data, and calculate the comprehensive fault impact weight by adopting the entropy weight method, and then obtain the comprehensive impact index, which provides a basis for comprehensively considering multiple aspects of the impact to determine the fault level, so as to effectively take corresponding measures to improve the applicability and effectiveness of the fault handling plan.

[0098] In another exemplary embodiment of the present application, an axle counting device in a fully automatic operation system is used as an example for specific description. The axle counting device integrates sensors, data transmission, fail-safe computers and other technologies. The failure impact analysis results of the axle counting device are shown in Table 2.

[0099] Table 2 Results of failure impact analysis of axle counting equipment

[0100]

[0101] In the failure impact analysis result table of the axle counter equipment, the failure modes with the same system impact and fault isolation are merged. Secondly, the driving impact is closely related to the external conditions, so it is classified. Based on the design reliability data and fault log data of the equipment, the failure impact evaluation index of the axle counter equipment is obtained according to Table 1 and Formula (1)-Formula (4), and the results are shown in Table 3.

[0102] Table 3 Evaluation indexes of failure impact of axle counting equipment

[0103]

[0104] The matrix composed of the numerical values ​​of the C, F, R, K, and T indicators in Table 3 is first normalized according to formula (5) to formula (8), and the objective weight W of the fault influencing factor evaluation index is calculated. i =[0.189, 0.192, 0.206, 0.294], and then the comprehensive fault impact index Q of the axle counting equipment failure mode is calculated, and the fault level is further defined, as shown in Table 4.

[0105] Table 4 Entropy weight calculation and classification of the impact of axle counting equipment failure

[0106]

[0107]

[0108] When the train dispatcher or station duty officer discovers the alarm of axle counter failure, the train dispatcher will notify the electric service to determine the fault type and carry out maintenance and the station service to confirm the occupancy of the section. After the station service officer confirms that the section is not occupied, he can reset the axle counter in advance, which also provides information for the electric service to identify the fault. For a Class A axle counter failure, the dispatcher should initiate the emergency personnel boarding procedure, the station will carry out SPKS protection, open the end door, and assist the emergency personnel to enter the section. After the emergency personnel board the train, they will switch to RM mode and drive according to the dispatch command. After the operation ends for the day, the electric service will carry out equipment maintenance. If the electric service maintenance does not affect the operation, emergency repairs can also be carried out in parallel. For a Class B axle counter failure, the train dispatcher will notify the emergency personnel to board the train at the station for precautionary measures, and determine whether to switch to manual driving based on the length of time it takes to repair the failure. At the same time, the electric service will carry out emergency repairs on the equipment. For a Class C axle counter failure, the electric service will carry out emergency repairs and remain on duty. After the failure is restored, the train can continue to operate. Figure 3 shown.

[0109] The present application also provides an application scenario, which applies the above-mentioned method for compiling a fault handling plan for rail transit. Specifically: the method for compiling a fault handling plan for rail transit provided in this embodiment can be applied in a rail transit fault emergency handling scenario. The rail transit fault emergency handling scenario includes a fault handling plan generation link and a fault handling plan display link; the fault handling plan generation link is used to obtain a fault handling plan, and the fault handling plan display link is used to display the generated fault handling plan. The method for compiling a fault handling plan for rail transit provided in this embodiment belongs to the fault handling plan generation link.

[0110] 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.

[0111] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. At the same time, for those skilled in the art, according to the ideas of this application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting this application.

Claims

1. A method for compiling a fault handling plan for rail transit, characterized in that: The method for compiling the fault handling plan for rail transit includes: Based on the structural design of each device in the fully automatic operation system, the failure mode effect analysis method is used to analyze each component in each device to obtain the failure impact analysis results of each component; Acquire the fault log data of the fully automatic operation system, and calculate the fault influencing factor evaluation index value of each component according to the fault log data and the fault impact analysis result of each component; According to the evaluation index value of the failure influencing factors of each component, the comprehensive failure impact index of each component is calculated using the entropy weight method; According to the comprehensive fault impact index of each component, the fault level of each component is determined, and a corresponding fault handling plan is formulated according to the fault level of each component.

2. The method for compiling a fault handling plan for rail transit according to claim 1, characterized in that: The fault impact analysis results include fault mode, fault impact and fault isolation means; wherein, the fault impact includes local impact, equipment impact, system impact, safety impact and driving impact; based on the structural design of each device in the fully automatic operation system, the fault mode impact analysis method is used to analyze each component in each device to obtain the fault impact analysis results of each component, which specifically include: Based on the structural design of each device in the fully automatic operation system, the failure mode impact analysis method is used to analyze each component in each device to obtain the failure mode of each component; According to the failure mode of each component, combined with the analysis experience of the operating unit and external factors, the local impact, equipment impact, system impact, safety impact and driving impact of each component are gradually determined in sequence; Determine the fault isolation measures that need to be taken for each component based on the failure mode and failure impact of each component.

3. The method for compiling a fault handling plan for rail transit according to claim 2, characterized in that: The fault influencing factor evaluation index value includes a fault impact severity evaluation index value, a hazard occurrence probability evaluation index value, a fault impact range evaluation index value, a fault isolation difficulty evaluation index value, and an operation recovery difficulty evaluation index value; the fault log data of the fully automatic operation system is obtained, and the fault influencing factor evaluation index value of each component is calculated based on the fault log data and the fault impact analysis result of each component, specifically including: According to the safety impact of each component, determine the fault impact severity evaluation index value of each component; Based on the occurrence frequency of the failure mode of each component in the failure log data, determine the failure mode frequency ratio, and calculate the hazard occurrence probability evaluation index value of each component; According to the system impact of each component and combined with the line conditions, the extreme value method is used to calculate the fault impact range evaluation index value of each component; Based on the fault isolation means of each component, the standard time consumption of the fault isolation means of each component is determined, and the fault isolation difficulty evaluation index value of each component is calculated using the Z-score method; Based on the traffic impact of each component, the operation recovery time corresponding to the traffic impact of each component is determined, and the Z-score method is used to calculate the operation recovery difficulty evaluation index value of each component.

4. The method for compiling a fault handling plan for rail transit according to claim 3, characterized in that: The calculation process of the hazard occurrence probability evaluation index value is as follows: F x =λ×α x ×t work ; Among them, F x is the hazard probability evaluation index value of the failure mode x of each component; λ is the failure rate; α x is the failure mode frequency ratio of failure mode x of each component, ∑α x =1; t work The working time for each task.

5. The method for compiling a fault handling plan for rail transit according to claim 3, characterized in that: The calculation process of the fault impact range evaluation index value is as follows: Among them, R x is the fault impact range evaluation index value of the fault mode x of each component, r ex The number of kilometers of line affected when the failure mode x of each component occurs at the e-th typical location.

6. The method for compiling a fault handling plan for rail transit according to claim 3, characterized in that: The calculation process of the fault isolation difficulty evaluation index value is as follows: Among them, K x is the fault isolation difficulty evaluation index value of the fault mode x of each component, k x The standard time required for fault isolation for each component failure mode x is, k x is the mean value of , and n is the total number of failure modes.

7. The method for compiling a fault handling plan for rail transit according to claim 3, characterized in that: The calculation process of the operation recovery difficulty evaluation index value is as follows: Among them, T x is the operational recovery difficulty evaluation index value of the failure mode x of each component, t x is the median operational recovery time for failure mode x of each component, t x is the mean value of , and n is the total number of failure modes.

8. The method for compiling a fault handling plan for rail transit according to claim 1, characterized in that: According to the evaluation index value of the fault influencing factors of each component, the comprehensive fault impact index of each component is calculated using the entropy weight method, including: Based on the evaluation index value of the failure influencing factors of each component, a judgment matrix is ​​established; wherein the judgment matrix is ​​A=(a xy ) n×m , (x=1,2,…n; y=1,2,…m), a xy is the evaluation index value of the yth fault influencing factor of the xth fault mode, n is the total number of fault modes, and m is the total number of evaluation indexes of fault influencing factors; Based on the judgment matrix, the entropy value corresponding to the evaluation index value of the fault influencing factor of each component is calculated; wherein the entropy value is Based on the entropy value corresponding to the fault influencing factor evaluation index value of each component, the weight corresponding to the fault influencing factor evaluation index value of each component is calculated; wherein the weight is According to the evaluation index value of the fault influencing factor of each component and its corresponding weight, the comprehensive fault impact index of each component is obtained.

9. The method for compiling a fault handling plan for rail transit according to claim 8, characterized in that: According to the evaluation index value of the fault influencing factor of each component and its corresponding weight, the comprehensive fault impact index of each component is obtained. The specific process is as follows: Q x =W 1 ×C x +W 2 ×F x +W 3 ×R x +W 4 ×K x +W 5 ×T x 。 10. The method for compiling a fault handling plan for rail transit according to claim 1, characterized in that: According to the comprehensive failure impact index of each component, the failure level of each component is determined, including: According to the Pareto principle, the comprehensive failure impact index of all components of each device is ranked to obtain the ranking result; According to the ranking results, the fault level of each component is determined; the fault levels include "hazardous fault", "controllable fault" and "conventional fault".

Images