Rail transit fault decision-making method and device, electronic equipment and storage medium

Abstract

The invention provides a rail transit fault decision-making method and device, electronic rail equipment and a storage medium, and relates to the technical field of rail transit, and the method comprises the steps: obtaining target data of at least one piece of rail equipment in a rail transit system; for each piece of track equipment, determining whether the track equipment has a target fault or not based on the target data of the track equipment; under the condition that the target fault exists in the track equipment, determining an auxiliary decision corresponding to the target fault based on a pre-constructed auxiliary decision knowledge base; the auxiliary decision knowledge base represents an association relationship between the fault and the auxiliary decision; the auxiliary decision is used for solving the target fault. Through the pre-constructed auxiliary decision knowledge base, the auxiliary decision corresponding to the target fault is accurately determined, so that the target fault is processed, and the fault processing efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a rail transit fault decision method, device, electronic equipment and storage medium. Background Art

[0002] During the operation of the subway, all faults that occur in the subway are required to be resolved within a limited time, which brings challenges to the inspection, decision-making and problem location of maintenance personnel during the operation of the subway.

[0003] At present, for subway failures, maintenance personnel use manual experience or expert decisions to decide how to handle the failures. However, there are cases of decision errors in manual experience or expert decision-making, resulting in low fault handling efficiency. Summary of the invention

[0004] The present invention provides a rail transit fault decision method, device, electronic equipment and storage medium, which are used to solve the problem of low fault handling efficiency.

[0005] The present invention provides a rail transit fault decision method, comprising: Acquire target data of at least one track device in a rail transit system; For each of the track devices, determining whether the track device has a target fault based on the target data of the track device; In the case where the target fault exists in the track equipment, an auxiliary decision corresponding to the target fault is determined based on a pre-constructed auxiliary decision knowledge base; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault.

[0006] According to a rail transit fault decision-making method provided by the present invention, the auxiliary decision knowledge base is constructed based on an auxiliary decision model; the auxiliary decision model is trained based on sample faults and sample auxiliary decisions; the auxiliary decision is represented by text information and / or picture information.

[0007] According to a rail transit fault decision method provided by the present invention, determining whether the rail equipment has a target fault based on the target data of the rail equipment includes: The target data of the track equipment is judged using a fault rule to determine whether the track equipment has a target fault.

[0008] According to a rail transit fault decision method provided by the present invention, there is a one-to-one correspondence between the fault rule, the fault and the auxiliary decision.

[0009] According to a rail transit fault decision method provided by the present invention, the method further includes: In the case that the auxiliary decision corresponding to the target fault cannot solve the target fault, feedback is given that the auxiliary decision cannot solve the target fault, and the auxiliary decision in the auxiliary decision knowledge base is updated.

[0010] According to a rail transit fault decision method provided by the present invention, the method further includes: The fault rule is displayed on a human-computer interaction interface, the fault rule is modified on the human-computer interaction interface, and based on the modified fault rule, the relationship between the fault rule, the fault and the auxiliary decision is updated.

[0011] The present invention also provides a rail transit fault decision-making device, comprising: An acquisition module, used to acquire target data of at least one track device in a rail transit system; A first determination module is used to determine, for each of the track devices, whether each of the track devices has a target fault based on the target data of the track device; The second determination module is used to determine the auxiliary decision corresponding to the target fault based on a pre-constructed auxiliary decision knowledge base when the target fault exists in the track equipment; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault.

[0012] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the rail transit fault decision method described in any one of the above methods is implemented.

[0013] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the rail transit fault decision-making method as described in any one of the above is implemented.

[0014] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the computer program implements any of the rail transit fault decision-making methods described above.

[0015] The rail transit fault decision method, device, electronic device and storage medium provided by the present invention obtain the target data of at least one rail device in the rail transit system; for each rail device, based on the target data of the rail device, determine whether the rail device has a target fault; when the rail device has the target fault, based on a pre-constructed auxiliary decision knowledge base, determine the auxiliary decision corresponding to the target fault; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault. Through the pre-constructed auxiliary decision knowledge base, the auxiliary decision corresponding to the target fault is accurately determined, and then the processing of the target fault is realized, thereby improving the efficiency of fault processing. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 This is one of the flow charts of the rail transit fault decision-making method provided by the present invention.

[0018] Figure 2 This is the second flow chart of the rail transit fault decision-making method provided by the present invention.

[0019] Figure 3 It is a schematic diagram of the rail transit fault decision-making system provided by the present invention.

[0020] Figure 4 It is a structural schematic diagram of the rail transit fault decision-making device provided by the present invention.

[0021] Figure 5 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0023] Combine the following Figure 1-Figure 3 The rail transit fault decision-making method of the present invention is described.

[0024] Figure 1 is one of the flow charts of the rail transit fault decision-making method provided by the present invention, such as Figure 1 As shown, the method includes steps 101 to 103.

[0025] Step 101: Acquire target data of at least one track equipment in a rail transit system.

[0026] It should be noted that the rail transit fault decision method provided by the present invention can be applied to the scenario of rail transit fault decision, for example, subway fault decision. The execution subject of the method can be a rail transit fault decision device, such as an electronic device, or a control module in the rail transit fault decision device for executing the rail transit fault decision method.

[0027] Specifically, the rail transit system may be a power system, an electromechanical system or an onboard signal system, and the target data may be voltage data, power data, fan data, onboard signal or rail equipment operation status. The target data of at least one rail equipment in the rail transit system may be acquired in real time through the data acquisition module, or the target data of at least one rail equipment may be acquired through real-time reporting by the rail transit system.

[0028] The acquired target data of at least one rail device in the rail transit system is converted into a specific format and pushed to the message queue telemetry transmission protocol (MQTT) for upstream consumption, that is, for subsequent judgment of the target data.

[0029] Step 102: for each of the track devices, determine whether the track device has a target fault based on the target data of the track device.

[0030] Specifically, for each track equipment in the rail transit system, based on the target data of the track equipment, it can be determined whether the track equipment has a target fault.

[0031] Step 103: When the target fault exists in the track equipment, determine the auxiliary decision corresponding to the target fault based on a pre-constructed auxiliary decision knowledge base; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault.

[0032] Specifically, the auxiliary decision knowledge base represents the association between faults and auxiliary decisions. One fault corresponds to one auxiliary decision. The auxiliary decision is represented by an auxiliary decision number. The auxiliary decision is used to solve the target fault so that the track equipment can operate normally and avoid abnormal operation of the track equipment.

[0033] Optionally, the auxiliary decision knowledge base is constructed based on an auxiliary decision model; the auxiliary decision model is trained based on sample faults and sample auxiliary decisions; and the auxiliary decision is represented by text information and / or picture information.

[0034] Specifically, the auxiliary decision knowledge base is constructed based on the auxiliary decision model; the auxiliary decision model is trained based on sample faults and sample auxiliary decisions. The auxiliary decision knowledge base can also be constructed based on expert experience. The auxiliary decision knowledge base is stored in a database, for example, in a MySQL database; wherein the image path is stored in the database, and the image information is stored in the server, which can reduce the burden on the database and improve the performance of the database. The auxiliary decision is represented by text information and / or picture information, so that the maintenance personnel can intuitively know how to perform the auxiliary decision according to the picture information, and accurately perform the auxiliary decision according to the description of the text information, so as to achieve the purpose of quickly solving the target fault. In addition, the auxiliary decision knowledge base can also be displayed on the human-computer interaction interface, that is, visual editing, and text descriptions and / or picture information can be added, which simplifies the operation steps of the auxiliary decision and saves additional time consumption.

[0035] In the case of a target fault in the rail equipment, the auxiliary decision corresponding to the target fault can be directly determined based on the association between the fault and the auxiliary decision represented by the pre-built auxiliary decision knowledge base.

[0036] Optionally, when there is no target fault in the track equipment, it means that the track equipment is operating normally, and there is no need to process the track equipment, and only the target data of the track equipment needs to be monitored normally.

[0037] For example, the voltage data of a track device in the power system obtained by the data acquisition module is 1600V, and the standard is 600-1500V. It is determined that there is a voltage fault in the track device. The auxiliary decision knowledge base represents the correlation between the fault and the auxiliary decision, and the auxiliary decision corresponding to the voltage fault is determined. Then the auxiliary decision is used to maintain the track device to solve the voltage fault of the track device.

[0038] The rail transit fault decision method provided by the present invention obtains the target data of at least one rail device in the rail transit system; for each of the rail devices, based on the target data of the rail device, determines whether the rail device has a target fault; when the rail device has the target fault, based on a pre-constructed auxiliary decision knowledge base, determines the auxiliary decision corresponding to the target fault; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault. Through the pre-constructed auxiliary decision knowledge base, the auxiliary decision corresponding to the target fault is accurately determined, and then the processing of the target fault is realized, thereby improving the efficiency of fault processing.

[0039] Optionally, a specific implementation of step 102 includes: The target data of the track equipment is judged using the fault rule to determine whether each track equipment has a target fault.

[0040] Optionally, there is a one-to-one correspondence between the fault rule, the fault and the auxiliary decision.

[0041] Specifically, the fault rules are formulated based on the track system, and different track equipment in the track system corresponds to different fault rules. It should be noted that when configuring the fault rules, the auxiliary decision number field can be added to the fault rules, and the fault rules can be imported in batches, so that there is a corresponding relationship between the fault rules and the auxiliary decisions, and then there is a one-to-one correspondence between the fault rules, faults and auxiliary decisions. Fault rules can also be added, deleted, modified and checked through a single point on the human-computer interaction interface.

[0042] After configuring multiple fault rules and importing the fault rules into the system, the fault rules can be used to judge the target data of the track equipment, that is, to determine whether the target data meets the fault rules. When the target data meets the fault rules, it is determined that the track equipment has a target fault, that is, whether the track equipment has an alarm; when the target data does not meet the fault rules, it is determined that the track equipment does not have a target fault.

[0043] The rail transit fault decision method provided by the present invention can accurately determine whether there is a target fault in the rail equipment by using fault rules to judge the target data of the rail equipment. There is no need for manual judgment based on experience whether there is a target fault, which improves the accuracy and efficiency of target fault determination.

[0044] Optionally, the fault rule is displayed on a human-computer interaction interface, the fault rule is modified on the human-computer interaction interface, and based on the modified fault rule, the relationship between the fault rule, the fault and the auxiliary decision is updated.

[0045] Specifically, the fault rules are displayed on the human machine interface (HMI), and addition, deletion, modification and query can be performed through a single point on the HMI. Based on the modified fault rules, the relationship between the fault rules, faults and auxiliary decision-making can also be updated. After a rail equipment fault occurs, complete auxiliary decision-making information will be provided, and the existing fault can be solved by following the auxiliary decision-making operation steps.

[0046] Optionally, when the auxiliary decision corresponding to the target fault cannot solve the target fault, feedback is given that the auxiliary decision cannot solve the target fault, and the auxiliary decision in the auxiliary decision knowledge base is updated.

[0047] Specifically, if the auxiliary decision corresponding to the target fault cannot solve the target fault, it is necessary to feedback at the fault site that this auxiliary decision cannot solve the target fault; if it can be solved by itself or after contacting experts to solve it, it is necessary to submit auxiliary decision information that can solve the target fault for management personnel to review and approve. After the review is passed, the auxiliary decision in the auxiliary decision knowledge base is automatically updated, so that after the target fault occurs, the target fault can be solved based on the auxiliary decision in the updated auxiliary decision knowledge base. By summarizing the fault resolution methods, the existing auxiliary decision knowledge base is continuously improved and supplemented, and the existing auxiliary decision knowledge base is improved by constantly discovering and solving problems.

[0048] It should be noted that the present invention adopts B / S architecture, and the backend adopts SpringCloud microservice solution, wherein SpringCloud is a backend framework, and the front end mainly adopts VUE framework. HMI is the display interface, and HMI is the main system screen that can be viewed by the workstation using a browser. HMI includes menus, user management, role management, fault rule management, knowledge base management, and fault display list.

[0049] Figure 2 FIG. 2 is a flow chart of the rail transit fault decision-making method provided by the present invention. Figure 2 As shown, the method includes steps 201 to 204.

[0050] Step 201, obtaining target data of at least one rail device in the rail transit system. Specifically, the rail transit system may be a power system, an electromechanical system or an onboard signal system, and the target data may be voltage data, power data, fan data, onboard signal or rail device operation status. The target data of at least one rail device in the rail transit system may be obtained in real time through the data acquisition module, or the target data of at least one rail device may be obtained through real-time reporting by the rail transit system.

[0051] Step 202, for each track device, the target data of the track device is judged by using the fault rule to determine whether the track device has a target fault. Specifically, the fault rule is formulated based on the track system, and different track devices in the track system correspond to different fault rules. It should be noted that when configuring the fault rule, the auxiliary decision number field can be added to the fault rule, and the fault rules can be imported in batches, so that there is a corresponding relationship between the fault rule and the auxiliary decision, and then there is a one-to-one correspondence between the fault rule, the fault and the auxiliary decision. After configuring multiple fault rules and importing the fault rules into the system, the fault rule can be used to judge the target data of the track device, that is, to determine whether the target data meets the fault rule. If the target data meets the fault rule, it is determined that the track device has a target fault, that is, it is determined whether the track device has an alarm; if the target data does not meet the fault rule, it is determined that the track device does not have a target fault. If the track device has a target fault, go to step 203; if the track device does not have a target fault, go to step 201.

[0052] Step 203, based on the pre-built auxiliary decision knowledge base, determine the auxiliary decision corresponding to the target fault; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault. Specifically, based on the association between the fault and the auxiliary decision represented by the pre-built auxiliary decision knowledge base, the auxiliary decision corresponding to the target fault can be directly determined.

[0053] Step 204: If the auxiliary decision corresponding to the target fault cannot solve the target fault, feedback that the auxiliary decision cannot solve the target fault is provided, and the auxiliary decision in the auxiliary decision knowledge base is updated. Specifically, if the auxiliary decision corresponding to the target fault cannot solve the target fault, feedback that the auxiliary decision cannot solve the target fault is provided at the fault site; if the target fault can be solved by the user or after contacting an expert, the auxiliary decision information that can solve the target fault is provided for approval by the management personnel. After the approval is passed, the auxiliary decision in the auxiliary decision knowledge base is automatically updated, so that after the target fault occurs, the target fault can be solved based on the auxiliary decision in the updated auxiliary decision knowledge base.

[0054] The rail transit fault decision-making method provided by the present invention aims to reduce the occurrence of decision-making errors by maintenance personnel, resulting in low fault handling efficiency. By constructing a high-quality auxiliary decision-making knowledge base, some maintenance standards are formed, and the association between at least one fault and at least one auxiliary decision is represented based on multiple fault rules and a pre-constructed auxiliary decision-making knowledge base. Various fault conditions such as the state of the entire rail transit system, each task node, and the process state are analyzed and judged, and the auxiliary decision corresponding to the target fault is accurately determined, the correct handling steps of the fault are given, and corresponding auxiliary decision support is provided, thereby reducing the high dependence on the experience of professionals, thereby achieving the handling of the target fault and improving the efficiency of fault handling.

[0055] Figure 3 is a schematic diagram of the rail transit fault decision-making system provided by the present invention, such as Figure 3 As shown, the system includes a collection module 301 , a fault identification module 302 , an auxiliary decision module 303 , and an output module (HMI module) 304 .

[0056] The acquisition module 301 mainly collects the target data of at least one track device in the rail transit system, and converts the collected target data into a specific format and pushes it to MQTT for use by the fault identification module (upstream consumption).

[0057] The fault identification module 302 consumes the target data of MQTT pushed by the acquisition module 301, and uses multiple fault rules to judge the target data of each track device respectively to determine whether there is a target fault in each track device, that is, the fault identification module 302 determines whether to alarm through the value of the target data pushed by the acquisition module 301.

[0058] The auxiliary decision module 303 includes a pre-built auxiliary decision knowledge base, which is stored in a MySQL database. The auxiliary decision knowledge base represents the association between faults and auxiliary decisions, and the auxiliary decisions are represented by text information and / or picture information. In the case that there is a target fault in the track equipment, the auxiliary decision corresponding to the target fault is determined based on the association between the fault and the auxiliary decision represented by the auxiliary decision knowledge base.

[0059] The output module (HMI module) 304 displays the fault rules, modifies the fault rules on the human-machine interface, and updates the relationship between the fault rules, faults and auxiliary decisions based on the modified fault rules.

[0060] The rail transit fault decision system provided by the present invention can provide an overall data flow direction, ensure stable data transmission, and avoid stateless situations when refreshing the HMI interface. It can display fault decisions in real time, thereby realizing the processing of target faults and improving the efficiency of fault processing.

[0061] Figure 4 is a schematic diagram of the structure of the rail transit fault decision-making device provided by the present invention, such as Figure 4 As shown, the rail transit fault decision-making device 400 includes an acquisition module 401, a first determination module 402 and a second determination module 403; wherein, An acquisition module 401 is used to acquire target data of at least one track device in a rail transit system; A first determination module 402 is used to determine, for each of the track devices, whether the track device has a target fault based on the target data of the track device; The second determination module 403 is used to determine the auxiliary decision corresponding to the target fault based on a pre-constructed auxiliary decision knowledge base when the target fault exists in the track equipment; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault.

[0062] The rail transit fault decision-making device provided by the present invention obtains the target data of at least one rail device in the rail transit system; for each of the rail devices, based on the target data of the rail device, determines whether the rail device has a target fault; when the rail device has the target fault, based on a pre-constructed auxiliary decision knowledge base, determines the auxiliary decision corresponding to the target fault; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault. Through the pre-constructed auxiliary decision knowledge base, the auxiliary decision corresponding to the target fault is accurately determined, and then the processing of the target fault is realized, thereby improving the efficiency of fault processing.

[0063] Optionally, the auxiliary decision knowledge base is constructed based on an auxiliary decision model; the auxiliary decision model is trained based on sample faults and sample auxiliary decisions; and the auxiliary decision is represented by text information and / or picture information.

[0064] Optionally, the first determining module 402 is specifically configured to: The target data of the track equipment is judged using a fault rule to determine whether the track equipment has a target fault.

[0065] Optionally, there is a one-to-one correspondence between the fault rule, the fault and the auxiliary decision.

[0066] Optionally, the rail transit fault decision-making device 400 further includes: A feedback module is used to provide feedback that the auxiliary decision cannot solve the target fault and update the auxiliary decision in the auxiliary decision knowledge base when the auxiliary decision corresponding to the target fault cannot solve the target fault.

[0067] Optionally, the rail transit fault decision-making device 400 further includes: The display module is used to display the fault rule on the human-computer interaction interface, modify the fault rule on the human-computer interaction interface, and update the relationship between the fault rule, the fault and the auxiliary decision based on the modified fault rule.

[0068] Figure 5 is a schematic diagram of the physical structure of an electronic device provided by the present invention, such as Figure 5 As shown, the electronic device 500 may include: a processor 510, a communication interface 520, a memory 530 and a communication bus 540, wherein the processor 510, the communication interface 520 and the memory 530 communicate with each other through the communication bus 540. The processor 510 may call the logic instructions in the memory 530 to execute the rail transit fault decision method, which includes: obtaining target data of at least one rail device in the rail transit system; for each of the rail devices, determining whether the rail device has a target fault based on the target data of the rail device; in the case where the rail device has the target fault, determining the auxiliary decision corresponding to the target fault based on a pre-constructed auxiliary decision knowledge base; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault.

[0069] In addition, the logic instructions in the above-mentioned memory 530 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0070] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the rail transit fault decision-making method provided by the above methods, which includes: obtaining target data of at least one rail device in the rail transit system; for each of the rail devices, determining whether the rail device has a target fault based on the target data of the rail device; in the case where the rail device has the target fault, determining the auxiliary decision corresponding to the target fault based on a pre-built auxiliary decision knowledge base; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault.

[0071] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the rail transit fault decision method provided by the above-mentioned methods, the method comprising: obtaining target data of at least one rail device in a rail transit system; for each of the rail devices, determining whether the rail device has a target fault based on the target data of the rail device; in the case where the rail device has the target fault, determining the auxiliary decision corresponding to the target fault based on a pre-constructed auxiliary decision knowledge base; the auxiliary decision knowledge base represents the association between the fault and the auxiliary decision; the auxiliary decision is used to solve the target fault.

[0072] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0073] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention 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 invention.

Claims

1. A rail transit fault decision-making method, characterized in that: include: Acquire target data of at least one track device in a rail transit system; For each of the track devices, determining whether the track device has a target fault based on the target data of the track device; In the case where the track equipment has the target fault, determining the auxiliary decision corresponding to the target fault based on a pre-built auxiliary decision knowledge base; The auxiliary decision knowledge base represents the association relationship between faults and auxiliary decisions; the auxiliary decision is used to solve the target fault.

2. The rail transit fault decision-making method according to claim 1, characterized in that: The auxiliary decision knowledge base is constructed based on the auxiliary decision model; the auxiliary decision model is trained based on sample faults and sample auxiliary decisions; the auxiliary decision is represented by text information and / or picture information.

3. The rail transit fault decision-making method according to claim 1, characterized in that: The determining, based on the target data of the track equipment, whether the track equipment has a target fault comprises: The target data of the track equipment is judged using a fault rule to determine whether the track equipment has a target fault.

4. The rail transit fault decision-making method according to claim 3, characterized in that: There is a one-to-one correspondence between the fault rule, the fault and the auxiliary decision.

5. The rail transit fault decision-making method according to any one of claims 1 to 4, characterized in that: The method further comprises: In the case that the auxiliary decision corresponding to the target fault cannot solve the target fault, feedback is given that the auxiliary decision cannot solve the target fault, and the auxiliary decision in the auxiliary decision knowledge base is updated.

6. The rail transit fault decision-making method according to claim 4, characterized in that: The method further comprises: The fault rule is displayed on a human-computer interaction interface, the fault rule is modified on the human-computer interaction interface, and based on the modified fault rule, the relationship between the fault rule, the fault and the auxiliary decision is updated.

7. A rail transit fault decision-making device, characterized in that: include: An acquisition module, used to acquire target data of at least one track device in a rail transit system; A first determination module is used to determine, for each of the track devices, whether the track device has a target fault based on the target data of the track device; A second determination module is used to determine, when the track equipment has the target fault, the auxiliary decision corresponding to the target fault based on a pre-built auxiliary decision knowledge base; The auxiliary decision knowledge base represents the association relationship between faults and auxiliary decisions; the auxiliary decision is used to solve the target fault.

8. An electronic track device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the rail transit fault decision method as described in any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the rail transit fault decision method according to any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the rail transit fault decision method according to any one of claims 1 to 6 is implemented.

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