Train operation scheduling method and device based on network rail tunnel system and train

Abstract

The invention provides a train operation scheduling method based on a network rail tunnel system. The train operation scheduling method can be applied to the technical field of rail train operation and management. The train operation scheduling method comprises the following steps: acquiring potential fault information detected when a reference train runs on an initial line; acquiring first running state information, first running mileage information, first maintenance information and multiple pieces of first to-be-run line information of a target train in a first historical time period, wherein the target train is a train planned to run on an initial line in a target preset time; based on the first running state information, the first running mileage information and the first maintenance information, generating first health state information of the target train; and based on the first health state information and the potential fault information, generating a first operation strategy for the target train so as to control the target train to continue to operate on the initial line or dispatch the target train to a first alternative line except the initial line in the multiple pieces of first to-be-operated line information to operate.

Description

Technical Field

[0001] The present disclosure relates to the technical field of rail train operation and management, and more particularly, to a train operation scheduling method, device, and train based on a network-rail-tunnel system. Background Art

[0002] In the traditional electromechanical system integration mode, trains, track maintenance, etc. are independent of each other, lacking overall planning and management, resulting in data islands among trains, pantographs, tracks, and tunnels, and insufficient ability to handle faults collaboratively. At the same time, when a fault occurs, the cause and scope of the fault are determined based on the respective data of trains, track maintenance, etc., and the diagnosis of the occurred fault phenomenon depends on manual or preset algorithms. It is difficult to predict potential faults and formulate targeted prevention and emergency plans in advance, resulting in a chain reaction such as train delays and equipment damage once a fault occurs, affecting the safety and efficiency of railway transportation. Summary of the Invention

[0003] In view of this, the present disclosure provides a train operation scheduling method, device, electronic device, storage medium, computer program product, and train based on a network-rail-tunnel system.

[0004] One aspect of the present disclosure provides a train operation scheduling method based on a network-rail-tunnel system, including: obtaining potential fault information detected when a reference train travels on an initial line, where the potential fault information includes one or more of catenary fault information, track fault information, and tunnel fault information related to the operating environment of the initial line; obtaining first operating state information, first operating mileage information, first maintenance information, and multiple first to-be-run line information of a target train in a first historical time period, where the target train is a train planned to travel on the initial line within a target preset time; generating first health state information of the target train based on the first operating state information, first operating mileage information, and first maintenance information; and generating a first operation strategy for the target train based on the first health state information and the potential fault information to control the target train to continue running on the initial line or scheduling the target train to a first alternative line other than the initial line among the multiple first to-be-run line information.

[0005] According to an embodiment of the present disclosure, generating first health state information of the target train based on the first operating state information, first operating mileage information, and first maintenance information includes: generating energy consumption information and loss information of the target train based on the first operating state information, first operating mileage information, and first maintenance information; and generating first health state information of the target train based on the energy consumption information and the loss information.

[0006] According to an embodiment of the present disclosure, generating target train energy consumption information and loss information based on first operating state information, first operating mileage information, and first maintenance information includes: inputting the first operating state information, the first operating mileage information, and the first maintenance information into a trained first target model to output energy consumption information and loss information; wherein, the first target model is trained with the historical energy consumption information and historical loss information of sample trains as labels, using the historical operating state information, historical operating mileage information, and historical maintenance information of the sample trains to train a first initial model.

[0007] According to an embodiment of the present disclosure, generating first health state information of a target train based on the energy consumption information and the loss information includes: inputting the energy consumption information, the loss information, and the first operating mileage information into a trained second target model to output the health state information of the target train; wherein, the second target model is trained with the historical failure rates of each sample train as labels, using the historical energy consumption information, historical loss information, and historical operating mileage information to train a second initial model.

[0008] According to an embodiment of the present disclosure, the potential failure information includes potential failure points, and the health state information includes healthy and unhealthy. Generating a first operation strategy for the target train based on the first health state information and the potential failure information to control the target train to continue running on the initial line or scheduling the target train to run on a first alternative line other than the initial line among a plurality of first to-be-run line information includes: determining the to-be-processed level of the potential failure point according to the potential failure information, wherein the to-be-processed level includes urgent and non-urgent. When the first health state information of the target train is healthy and the to-be-processed level is non-urgent, controlling the target train to continue running on the initial line; when the first health state information of the target train is healthy and the to-be-processed level is urgent, scheduling the target train to run on one of the first alternative lines; when the first health state information of the target train is unhealthy, scheduling the target train to run on one of the first alternative lines.

[0009] According to an embodiment of the present disclosure, when the first operation strategy is to schedule the target train to run on a first alternative line, the method further includes: obtaining the operation environment monitoring information of each first alternative line; generating a scheduling plan for the target train based on the first health state information of the target train and the operation environment monitoring information of each first alternative line to schedule the target train to run on one of the first alternative lines.

[0010] According to an embodiment of the present disclosure, the train operation scheduling method based on the vehicle-ground integrated system further includes: obtaining the second operation status information, the second operation mileage information, the second maintenance information, and multiple second to-be-operated line information of a reference train in a second historical time period; generating the second health status information of the reference train based on the second operation status information, the second operation mileage information, and the second maintenance information; generating a second operation strategy for the reference train based on the second health status information and potential fault information to control the reference train to continue running on the initial line or to schedule the reference train to run on a second alternative line other than the initial line among the multiple second to-be-operated line information.

[0011] Another aspect of the present disclosure provides a train operation scheduling device based on a vehicle-ground integrated system, including: a first obtaining module, configured to obtain potential fault information detected when a reference train travels on an initial line, where the potential fault information includes one or more of catenary fault information, track fault information, and tunnel fault information related to the operation environment of the initial line; a second obtaining module, configured to obtain the first operation status information, the first operation mileage information, the first maintenance information, and multiple first to-be-operated line information of a target train in a first historical time period, where the target train is a train planned to travel on the initial line within a target preset time; a first generating module, configured to generate the first health status information of the target train based on the first operation status information, the first operation mileage information, and the first maintenance information; a second generating module, configured to generate a first operation strategy for the target train based on the first health status information and the potential fault information to control the target train to continue running on the initial line or to schedule the target train to run on a first alternative line other than the initial line among the multiple first to-be-operated line information.

[0012] Another aspect of the present disclosure provides a train, including: an obtaining module, configured to obtain the first operation strategy and / or the second operation strategy; a generating module, configured to generate an operation instruction based on the first operation strategy and / or the second operation strategy to control the train to run according to the first operation strategy and / or the second operation strategy.

[0013] Another aspect of the present disclosure provides an electronic device, including: one or more processors; a memory, configured to store one or more programs, where when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the method as described above.

[0014] Another aspect of the present disclosure provides a computer-readable storage medium, storing computer-executable instructions, where the instructions are used to implement the method as described above when executed.

[0015] Another aspect of the present disclosure provides a computer program product, which includes computer-executable instructions that, when executed, are used to implement the method as described above.

[0016] According to an embodiment of the present disclosure, by obtaining potential fault information on the initial line detected by a reference train, such as potential catenary fault information, potential track fault information, potential tunnel fault information, etc., potential fault hazards that may occur in the line can be predicted in advance. By obtaining information such as the operating status, mileage, and maintenance of the target vehicle and conducting comprehensive analysis to generate health status information, the operating strategy of the target train planned to travel to this section can be adjusted in real time. Specifically, on the one hand, by obtaining the predicted potential fault information, it is possible to change from passive fault response to active risk prevention, thereby minimizing the adjustment of the operating strategy. Specifically, since there may be correlations between various lines, for example, dispatching the target train to other lines may cause multiple trains to need to modify their current lines. The present disclosure enables maintenance personnel to conduct fault troubleshooting or maintenance on potential fault points within a reasonable time range (for example, before the target train travels to the fault section) based on the health status of the target vehicle and the predicted potential faults, such as the predicted potential fault information, and avoid potential fault risks in advance, thereby being able to avoid the situation where local line adjustments trigger adjustments to multiple lines and ensure the stability of the railway transportation order. On the other hand, when the target train has health problems or has faults that cannot be repaired within a limited time, and the potential faults in the line threaten the operating safety, dispatching the target train to an alternative line can prevent the train from running on a dangerous line and reduce the probability of accidents such as derailment and collision, ensuring the safety of the train and passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Through the following description of the embodiments of the present disclosure with reference to the drawings, the above and other objects, features, and advantages of the present disclosure will become clearer. In the drawings:

[0018] Figure 1 Schematically shows an exemplary system architecture to which the train operation scheduling method based on the catenary-track-tunnel system can be applied according to an embodiment of the present disclosure;

[0019] Figure 2 Schematically shows a flowchart of the train operation scheduling method according to an embodiment of the present disclosure;

[0020] Figure 3 Schematically shows the working principle diagram of the positioning and synchronization system according to an embodiment of the present disclosure;

[0021] Figure 4 Schematically shows the structural block diagram of the train operation scheduling device according to an embodiment of the present application;

[0022] Figure 5 A block diagram of an electronic device suitable for implementing the method described above is schematically shown according to an embodiment of the present disclosure. Detailed implementation manners

[0023] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present disclosure. In the following detailed description, for the sake of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, obviously, one or more embodiments can also be implemented without these specific details. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessarily confusing the concepts of the present disclosure.

[0024] The terms used herein are merely for describing specific embodiments and are not intended to limit the present disclosure. The terms "including", "comprising", etc. used herein indicate the presence of the described features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0025] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0026] In the case of using expressions such as "at least one of A, B, and C, etc.", generally, it should be interpreted according to the meaning commonly understood by those skilled in the art (for example, "a system having at least one of A, B, and C" should include, but not be limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C, etc.).

[0027] In the embodiments of the present disclosure, in terms of the collection, update, analysis, processing, use, transmission, provision, disclosure, storage, etc. of the data involved (for example, including but not limited to user personal information), they all comply with the provisions of relevant laws and regulations, are used for legal purposes, and do not violate public order and good customs. In particular, necessary measures are taken for user personal information to prevent illegal access to user personal information data and to maintain the security of user personal information, network security, and national security.

[0028] In the embodiments of the present disclosure, before obtaining or collecting user personal information, the authorization or consent of the user has been obtained.

[0029] In the traditional electromechanical system integration mode, the operation data of trains, the status monitoring of tracks, and the environmental parameters of tunnels are scattered, lacking an effective data interaction and fusion mechanism. When a fault occurs, it is difficult to quickly locate the root cause of the fault from a global perspective, and the collaborative disposal efficiency is low.

[0030] Current fault diagnosis relies on manual experience or preset algorithms, and can only conduct post-event analysis on the occurred fault phenomena. This passive fault handling method is difficult to capture the subtle abnormal changes during the system operation process. It cannot identify the early signs of potential faults, let alone predict the possibility and scope of influence of fault occurrence. In the complex and changeable railway operation environment, potential faults may evolve into major safety accidents at any time, while the existing mechanism cannot formulate targeted prevention and emergency plans in advance. Once a fault occurs, it is extremely easy to trigger chain reactions such as train delays and equipment damage, which not only bring huge economic losses to railway transportation enterprises, but also seriously threaten the lives of passengers and the stable operation of railway transportation.

[0031] Embodiments of the present disclosure provide a train operation scheduling method based on a network-rail-tunnel system, including: obtaining potential fault information detected when a reference train travels on an initial line, where the potential fault information includes one or more of catenary fault information, track fault information, and tunnel fault information related to the operation environment of the initial line; obtaining the first operation status information, the first operation mileage information, the first maintenance information, and multiple first to-be-run line information of a target train within a first historical time period, where the target train is a train planned to travel on the initial line within a target preset time; generating first health status information of the target train based on the first operation status information, the first operation mileage information, and the first maintenance information; generating a first operation strategy for the target train based on the first health status information and the potential fault information to control the target train to continue running on the initial line or dispatch the target train to a first alternative line other than the initial line among the multiple first to-be-run line information for running.

[0032] Figure 1 Schematically shows an exemplary system architecture 100 to which the train operation scheduling method based on a network-rail-tunnel system according to an embodiment of the present disclosure can be applied. It should be noted that Figure 1 What is shown is only an example of the system architecture to which the embodiments of the present disclosure can be applied, to help those skilled in the art understand the technical content of the present disclosure, but it does not mean that the embodiments of the present disclosure cannot be used in other devices, systems, environments or scenarios.

[0033] As Figure 1 shown, the system architecture 100 according to this embodiment includes a network-rail-tunnel system 110, a control center 120, a train monitoring system 130, and a positioning and synchronization system 140.

[0034] The catenary-track-tunnel system 110 includes a catenary inspection system 111, a track inspection system 112, a tunnel monitoring system 113, a host 114, and other related subsystems or systems.

[0035] The catenary inspection system 111 is used to obtain catenary parameter data, pantograph status data, catenary-pantograph relationship data, etc. collected by catenary inspection equipment installed on the top of the train. For example, conductor height and pull-out value detection, catenary arcing detection, temperature detection, hard point detection, etc.

[0036] The track inspection system 112 is used to obtain track geometric parameter data, track component status data, train operation environment data, etc. collected by track inspection equipment installed at the bottom of the train. Among them, the track inspection system 112 also includes: a track status inspection device, a track geometric parameter detection device, a rail profile detection device, etc. (not shown in the figure). The track status inspection device can obtain the line image information collected by the track inspection equipment at high speed, and extract damage information such as scratches, fish-scale damage, spalling, wave wear on the rail surface, crosstie crack and spalling, and missing fasteners from the image; use a high-precision camera to dynamically collect the track surface, and then use digital image processing technology to automatically identify and transmit real-time faults for fasteners, rail surface, and crosstie defects. The track geometric parameter detection device can establish a navigation coordinate system to realize relative positioning and attitude measurement of the carrier. At the same time, combined with a vibration compensation device, vibration compensation and gauge measurement are realized; combined with a positioning synchronization system, precise positioning synchronization is realized. Finally, track geometric parameter information such as gauge, superelevation, alignment, and vertical profile is output in real time. The rail profile detection device can perform real-time, dynamic, and high-precision detection on the entire cross-section and wear of the rail. Automatically establish a standard rail profile, and match and analyze each collected profile with the standard profile, and output the vertical and horizontal wear results in real time.

[0037] The tunnel monitoring device 113 is used to obtain tunnel clearance data, tunnel structure status data, etc. collected by tunnel detection equipment installed at the front of the train or the position of the gangway. Specifically, a high-speed laser scanner can be used to quickly scan the tunnel surface to obtain the three-dimensional information of the tunnel cross-section, presenting the spatial form of the tunnel. Compare the tunnel cross-section data collected at high speed with a preset subway clearance model (the standards such as the dimensions that the subway tunnel space must meet), judge whether the actual tunnel space meets the standards, obtain the tunnel clearance detection results, and check whether there are problems such as intrusion. Identify diseases on the tunnel surface, such as cracks and spalling, with the help of the collected two-dimensional images, and master the health status of the tunnel.

[0038] The host 114 is usually installed in the car body cabinet or under the seat, and is used to collect, organize, analyze, determine faults and give early warnings, and store data collected by the catenary inspection device 111, the track inspection device 112, and the tunnel monitoring device 113.

[0039] The control center 120 includes a track maintenance management system 121, a train dispatching system 122, other related subsystems, and terminal devices (not shown in the figure). The track maintenance management system 121 is used to receive the track, tunnel and catenary data transmitted by the track, tunnel and catenary system 110, and classify, store and analyze these data for subsequent query and use. The train dispatching system 122 is used to monitor the train position and status in real time, formulate and adjust the train operation strategy, and coordinate train meeting and avoidance, etc. The terminal device provides a visual operation interface to display the data processing and analysis results, warning prompt information, etc. to the track maintenance personnel, so that the track maintenance personnel can grasp the vehicle and environment information in real time to make plans for potential faults.

[0040] The train monitoring device 130 monitors the train operation status in real time, such as the train speed, running direction, etc.; the train equipment status, such as the traction system, braking system, bogie, doors, etc.; it also includes: train number information, train running kilometers, train fault diagnosis information, train signal equipment PHM (Prognostics and Health Management) data and related diagnosis information. Among them, the train PHM diagnosis data can be used to guide the daily train inspection behavior.

[0041] The positioning and synchronization system 140 obtains the train position information by means of radio frequency tags installed at specific positions on the track or satellite positioning.

[0042] Figure 2 The flowchart of the train operation dispatching method according to an embodiment of the present disclosure is schematically shown.

[0043] As Figure 2 shown, the train operation dispatching method includes operations S210 to S240, and the following operations are performed by the train dispatching system.

[0044] In operation S210, obtain the potential fault information detected when the reference train travels on the initial line, where the potential fault information includes one or more of catenary fault information, track fault information, and tunnel fault information related to the operation environment of the initial line.

[0045] According to an embodiment of the present disclosure, the reference train may be a train currently traveling on the initial line. The potential fault information is the information that may cause a fault predicted by the track maintenance management system 121 according to the operation environment information detected by the track, tunnel and catenary system 110 in real time. For example, catenary wear, suspension device looseness, etc.; track gauge change, rail crack, etc.; tunnel water leakage, etc.

[0046] In operation S220, obtain the first operation status information, the first operation mileage information, the first maintenance information, and multiple first to-be-run line information of the target train within the first historical time period. The target train is a train planned to travel on the initial line within the target preset time.

[0047] According to an embodiment of the present disclosure, when there is a potential fault point in the operation environment related to the initial line, determine the target train according to the initial line. Specifically, a train planned to travel onto the initial line within the target preset time (for example, within 5 hours) is determined as the target train. Among them, within the current time range, the target train can be in an operating state or a planned operating state (stationary state).

[0048] According to an embodiment of the present disclosure, the first historical time period can be any time period before the current moment. For example, the time period from the current moment to the moment when the last maintenance of the train was completed is used as the first historical time period. The first operation status information is used to characterize the real-time operation of the target train within the first historical time period, such as the speed of the train, the acceleration, the working states of various systems on the train (such as the operating parameters of the traction system and the braking system), etc. The first operation mileage information is the mileage that the target train has traveled within the first historical time period, and can be used to evaluate the wear degree of train components, etc. The first maintenance information is used to characterize the maintenance records of the target train within the first historical time period, such as the maintenance time, the components to be maintained, the maintenance method, etc. The multiple first to-be-run line information is the information of other lines that the target train can choose to run in addition to the initial line.

[0049] In operation S230, generate the first health status information of the target train based on the first operation status information, the first operation mileage information, and the first maintenance information.

[0050] In operation S240, generate the first operation strategy for the target train based on the first health status information and the potential fault information, so as to control the target train to continue running on the initial line or dispatch the target train to run on the first alternative line other than the initial line among the multiple first to-be-run line information.

[0051] According to an embodiment of the present disclosure, the first operation strategy can be that if the first health status of the target train is good and the potential fault of the initial line will not cause a serious impact on the train operation, the first operation strategy can be to control the target train to continue running on the initial line; on the contrary, if there are health problems with the target train, or the potential fault of the initial line may threaten the operation safety of the target train, the first operation strategy can be to dispatch the target train to run on the first alternative line other than the initial line among the multiple first to-be-run line information, so as to ensure the safety and reliability of the train operation.

[0052] According to an embodiment of the present disclosure, the distribution and status of problem areas are visually displayed through a visualization interface, enabling maintenance personnel to quickly and accurately locate and handle potential faults, thereby improving the safety and reliability of the rail transit system.

[0053] Exemplarily, the initial line is a section of the high-speed rail line from Place A to Place B. During a previous period or the current time, when a reference train travels on this line, a slight water seepage is detected in a certain section of a tunnel on the line, and it is evaluated that the water seepage will not have a serious impact on the train operation in a short time. The target train is a high-speed rail train planned to travel from Place A to Place B. In the past month (the first historical time period), the first operation status information of this target train shows that key systems such as its traction system and braking system are operating stably, and all parameters are normal; the first operation mileage information is 50,000 kilometers traveled, and the wear of each component is within the normal range; the first maintenance information indicates that the train had a comprehensive inspection and maintenance last month, and some vulnerable parts were replaced, and the current vehicle condition is good. Since the first health status of the target train is good, and the potential fault (slight water seepage) of the initial line will not have a serious impact on the train operation, the first operation strategy is to control the target train to continue running on this initial line according to the original plan, but it can slow down when passing through the water-seepage tunnel.

[0054] According to an embodiment of the present disclosure, by obtaining potential fault information on the initial line detected by a reference train, such as potential catenary fault information, potential track fault information, potential tunnel fault information, etc., potential fault hazards that may occur in the line can be predicted in advance. By obtaining information such as the running state, mileage, and maintenance of the target vehicle and performing comprehensive analysis to generate health state information, the operation strategy of the target train planned to travel to this section can be adjusted in real time. Specifically, on the one hand, by obtaining the predicted potential fault information, it is possible to change from passive fault response to active risk prevention, thereby minimizing the adjustment of the operation strategy. Specifically, since there may be correlations between various lines, for example, dispatching the target train to other lines may cause multiple trains to need to modify their current lines. The present disclosure enables maintenance personnel to conduct fault troubleshooting or maintenance on potential fault points within a reasonable time range (for example, before the target train travels to the fault section) based on the health state of the target vehicle and the predicted potential faults, such as the predicted potential fault information, and avoid potential fault risks that may occur in advance, thereby avoiding the situation where multiple line adjustments are triggered by local line adjustments and ensuring the stability of the railway transportation order. On the other hand, when the target train has health problems or has faults that cannot be repaired within a limited time, and the potential faults in the line threaten the operation safety, dispatching the target train to an alternative line can prevent the train from running on a dangerous line, reduce the probability of accidents such as derailment and collision, and ensure the safety of the train and passengers.

[0055] According to an embodiment of the present disclosure, based on the first running state information, the first running mileage information, and the first maintenance information, the first health state information of the target train is generated, including step 11 to step 12.

[0056] Step 11, based on the first running state information, the first running mileage information, and the first maintenance information, generate the energy consumption information and wear information of the target train.

[0057] Step 12, based on the energy consumption information and the wear information, generate the first health state information of the target train.

[0058] According to an embodiment of the present disclosure, the energy consumption information of the target train is used to characterize the energy consumption status of the target train during operation in the first historical time period. For example, when starting and accelerating, a large amount of energy is required to overcome the static inertia of the train and the initial running resistance, and the energy consumption is usually high; while when running at a constant speed, the energy consumption is relatively stable and is mainly used to maintain the running speed of the train and overcome various running resistances, etc. Since the operating conditions of the train are somewhat similar and regular to a certain extent, it is possible to predict the energy consumption of the target train when continuing to run on the initial line based on the current energy consumption information to a certain extent. For example, if the historical data shows the energy consumption of the train under similar line conditions (such as slope, curve radius, etc.), the energy consumption on the initial line can be estimated more accurately.

[0059] According to an embodiment of the present disclosure, the loss information of the target train is used to characterize the wear, aging, performance degradation, etc. of each component and system of the target train caused by various effects (such as mechanical friction, electrical aging, environmental erosion, etc.) during operation in the first historical time period. From the perspective of mechanical components, for example, the long-term contact friction between the wheels and the track will cause wear on the wheel tread, affecting the running stability and safety of the train; during the long-term operation of the vehicle suspension system, due to continuously bearing the weight and vibration impact of the train, components such as its springs and shock absorbers will gradually show fatigue wear, reducing the performance of the suspension system. Since the loss information of the train can reflect the changes in the performance indicators of some key systems, such as the braking force of the braking system decreasing and the power output of the traction system being unstable. By monitoring the loss information, the target train is prevented from traveling on a complex line when the loss is large.

[0060] According to an embodiment of the present disclosure, after obtaining the energy consumption information and the loss information, a comprehensive analysis is performed on the two. Abnormal energy consumption is often related to the performance status of the train equipment. Excessive or too low energy consumption may indicate that there are faults or a decrease in efficiency in the equipment. The loss information directly reflects the wear of each component of the train. Severe loss may affect the normal function of the components and even cause potential safety hazards. By establishing an evaluation model, the energy consumption information and the loss information are quantitatively processed and compared with the preset health standards or historical data, so as to generate the first health status information of the target train.

[0061] According to an embodiment of the present disclosure, based on the first operating state information, the first operating mileage information, and the first maintenance information, the energy consumption information and the loss information of the target train are generated, including: inputting the first operating state information, the first operating mileage information, and the first maintenance information into the trained first target model, and outputting the energy consumption information and the loss information; wherein, the first target model is trained with the historical energy consumption information and historical loss information of the sample train as labels, using the historical operating state information, historical operating mileage information, and historical maintenance information of the sample train to train the first initial model.

[0062] The historical energy consumption information and historical loss information of the sample trains are associated with the historical operation mileage, historical operation environment, and historical maintenance records. The first target model can be trained through machine learning algorithms such as neural networks, random forests, support vector machines, etc. The algorithms used can be adjusted according to specific situations, and the present disclosure does not limit this.

[0063] Exemplarily, using the neural network algorithm, by inputting the historical operation state information, historical operation mileage information, and historical maintenance information of the sample trains of each sample component, and taking the historical energy consumption information and historical loss information of the sample component as output labels, the first initial model is trained. When the error between the output energy consumption value or loss value and the true value is greater than a predetermined threshold, the parameters of the model are adjusted so that the model can fit the relationship between the input data and the output value as accurately as possible until the error between the predicted energy consumption value or loss value output by the model and the true label value meets the predetermined threshold, and the model parameter adjustment terminates. After training and verification with the historical data of a large number of sample components, the first target model is obtained.

[0064] In addition, before using the data for model training and calculation, to improve the accuracy of model calculation, operations such as data cleaning and data standardization can be performed on the original data. For example, abnormal data and duplicate data can be deleted, the data can be normalized, and the data can be converted into values between [0, 1], etc.

[0065] According to the embodiments of the present disclosure, by inputting the historical operation state information, historical operation mileage information, and historical maintenance information of the sample trains into the trained first target model, the energy consumption value or loss value of the target train can be accurately and quickly calculated, reducing the error caused by manually setting parameters, improving the accuracy of calculating the energy consumption value or loss value, effectively evaluating the health state of the target train, and then generating corresponding train operation strategies to improve the efficiency of train operation scheduling.

[0066] According to the embodiments of the present disclosure, based on the energy consumption information and loss information, the first health state information of the target train is generated, including: inputting the energy consumption information, loss information, and first operation mileage information into the trained second target model, and outputting the health state information of the target train; wherein, the second target model is trained with the historical failure rate of each sample train as the label, using the historical energy consumption information, historical loss information, and historical operation mileage information to train the second initial model.

[0067] According to an embodiment of the present disclosure, similar to the first target model, the second target model can also be obtained by training with machine learning algorithms such as neural networks, random forests, support vector machines, etc. The algorithms used can be adjusted according to specific situations, and the present disclosure does not limit this. The specific training process and the data preprocessing process are similar to those of the first target model and can be adjusted according to actual situations, which will not be elaborated here.

[0068] According to an embodiment of the present disclosure, by constructing a target model for train health status information and inputting the energy consumption information, loss information, and first operation mileage information of the same train into the trained second target model, the health status information of the target train can be determined quickly and accurately, reducing the error in health status assessment caused by empirical errors, improving the accuracy of train health status assessment, and then generating corresponding train operation strategies to improve the efficiency of train operation scheduling.

[0069] According to an embodiment of the present disclosure, a positioning synchronization system is used to position the train to calculate the first operation mileage information of the target train. Modes such as the Global Positioning System (GPS), Differential Global Positioning System, Inertial Navigation System (INS), axle encoder, wireless communication positioning, track circuit, radio frequency identification, visual positioning, and lidar can be used for positioning.

[0070] Among them, the Global Positioning System (GPS) uses the position information provided by satellites to determine the specific position of a vehicle. The GPS has high precision, which can reach within a few meters in open areas, but may lose signals in tunnels or under viaducts. The Differential Global Positioning System (DGPS) transmits correction signals through ground base stations to improve the accuracy of the GPS and is applicable to application scenarios that require higher positioning accuracy. The Inertial Navigation System (INS) uses sensors such as accelerometers and gyroscopes to measure the motion state of a vehicle and calculates the current position by combining the initial position data. In the case of weak or no GPS signals, the INS can be used as a supplementary positioning means. The axle encoder monitors the number of rotations of the axle through an encoder installed on the wheel, and then calculates the distance traveled by the train. This method has a lower cost, but is greatly affected by factors such as wheel diameter changes and slipping. The track circuit uses the electrical characteristics on the track to determine the position of the train. When the train passes through a specific area, it will change the current state of that area, thereby achieving positioning. Wireless communication positioning: including technologies such as Wi-Fi and Bluetooth, estimates the distance between the vehicle and known position points by measuring signal strength or time of flight, etc., and then calculates the vehicle position. It is applicable to precise positioning within a station or a specific area. Radio Frequency Identification (RFID) arranges RFID tags along the track, and reads the tag information when the train passes by to determine the position of the train. It is suitable for precise positioning requirements at fixed points. Visual positioning uses an on-vehicle camera to capture markers or specific patterns on the trackside, and determines the position of the train through image processing technology. This method requires good environmental conditions, such as sufficient light and clear markers. Light Detection and Ranging (LiDAR) constructs a three-dimensional model of the surrounding environment by emitting laser beams and measuring the reflection time, and then determines the position of the vehicle, which is applicable to precise positioning in complex environments.

[0071] According to an embodiment of the present disclosure, during the positioning process, the detection control box is responsible for collecting encoder or speed sensor signals. The encoder is installed on parts such as the wheel axle, calculates the driving distance by detecting the number of rotations of the axle, and then obtains the mileage; the speed sensor signal can be obtained through a speed sensor device, and the driving mileage can also be calculated by integrating the speed over time. The detection control box processes these signals to calculate the mileage. Due to factors such as equipment errors and wheel diameter changes caused by wheel wear, the mileage calculated only through encoder or speed sensor signals may have certain errors. To ensure the accuracy of the mileage data, it is necessary to synchronously correct the mileage to make the mileage recorded by the system as close as possible to the actual driving mileage, which is beneficial to improving the positioning accuracy.

[0072] According to an embodiment of the present disclosure, when the system can be interconnected with the vehicle signal system, the vehicle signal system provides two pieces of information. One is the real-time mileage of the vehicle, which is relatively accurate mileage data obtained by the vehicle signal system through its own precise calculation or the fusion of multiple sensors, etc. The other is the vehicle clock signal, which is used to unify the time standard. Using the real-time mileage provided by the vehicle signal system, the mileage of the system is synchronously corrected, that is, the mileage data calculated by the detection control box is adjusted to be consistent with the mileage provided by the vehicle signal system; at the same time, the system is time-calibrated using the vehicle clock signal to ensure that the time of each part within the system is synchronized with the time of the vehicle signal system, improving the accuracy of the mileage data and time of the system.

[0073] According to an embodiment of the present disclosure, when the system cannot be interconnected with the vehicle signal system, another method is adopted for mileage synchronous correction and clock timing. An RF tag reader is installed, and RF tags are pre-arranged on the track. Each RF tag stores information such as its precise position on the track. When the vehicle passes by an RF tag, the RF tag reader reads the RF tag signal, and based on the read tag position information and the driving situation previously recorded by the system, etc., the mileage of the system is synchronously corrected to adjust the mileage data recorded by the system. At the same time, this process is used to perform unified clock timing for each subsystem to make the time of each subsystem consistent, ensuring the accuracy and coordination of the entire system in terms of time and mileage data.

[0074] Figure 3 The working principle diagram of the positioning synchronization system according to an embodiment of the present disclosure is schematically shown.

[0075] As Figure 3 shown, the positioning synchronization system 140 includes an RF tag reader 141, a positioning synchronization server 142, a speed sensor 143, and a detection numerical control box 144.

[0076] The RF tag reader 141 is installed at specific positions along the track. When the train passes through these positions, the reader reads the RF tag on the train to obtain the position information of the train. For example, it is determined that the train has passed a certain station or a specific track section. The RF tag reader sends the obtained train position information to the positioning synchronization server.

[0077] The positioning synchronization server 142 receives the train position information sent from the RF tag reader 141.

[0078] The speed sensor 143 is installed on the train and generates mileage pulse signals related to the driving mileage of the train in real time as the train runs. For example, for every 1 meter traveled, the speed sensor generates a pulse signal, and these pulse signals are continuously output.

[0079] Detect the pulse signal sent by the acquisition speed sensor of the detection numerical control box 144, and calculate the real-time mileage of the train according to the number and frequency of the pulse signals. For example, if 100 pulse signals are received and it is known that each pulse represents 1 meter, it is calculated that the train has traveled 100 meters. After calculating the mileage, the detection speed control box will output a TTL level trigger pulse to transmit relevant information such as the completion of mileage calculation. At the same time, a DC24V power supply interface is provided to supply power to relevant devices to ensure the stable transmission of signals and the normal operation of the devices. The detection numerical control box sends the calculated mileage information to the positioning synchronization server, so that the positioning synchronization server can obtain the mileage data of the train.

[0080] As Figure 3 shown, the positioning synchronization server 142 receives the mileage information from the detection numerical control box 144 and the train position information from the radio frequency tag reader 141. Then, these two types of information are integrated and processed. The mileage (calculated by the detection speed control box) at a certain position of the train (determined by the radio frequency tag reader) is associated and calibrated to ensure the accuracy and consistency of the position and mileage information. The mileage information after being integrated and processed by the positioning synchronization server is distributed to other systems through a switch. For example, it can be Figure 1 the track maintenance management system 121 in, or directly sent to the train dispatching system 122.

[0081] According to an embodiment of the present disclosure, the train dispatching system 122 generates an operation strategy for the target train based on the received mileage information, position information, and the health status information of the target vehicle, improving the transportation efficiency and resource utilization rate.

[0082] According to an embodiment of the present disclosure, the positioning synchronization server further includes a mileage calibration module. The mileage calibration module obtains the position signal transmitted by the radio frequency tag reader. The mileage calibration module calculates the calibrated mileage based on the mileage calibration protocol using the position information. By comparing with the continuous mileage of the speed sensor, real-time calibration is performed on other detection systems in the mileage synchronization network to correct the continuous mileage error. The continuous mileage of the speed sensor may exhibit phenomena such as "cliff phenomenon" (sudden discontinuous jump of mileage data). Through the calibrated mileage obtained from the radio frequency tag reader and the vehicle mileage signal, stretching (supplementing data when the mileage data decreases in a short time) or compression (deleting data when the mileage data increases in a short time) processing is performed on the continuous mileage, and finally accurate mileage is obtained to ensure that the mileage data accurately reflects the actual driving situation of the train.

[0083] According to an embodiment of the present disclosure, by fusing multi-source information such as speed sensors, radio frequency tags, and vehicle signals, calculation deviations are corrected, so that the mileage data accurately reflects the actual driving distance, improving the positioning accuracy, providing reliable mileage information for systems such as train operation control, dispatching, and maintenance management, and ensuring the stable operation of each system.

[0084] According to an embodiment of the present disclosure, the potential fault information includes potential fault points, and the health status information includes healthy and unhealthy. Based on the first health status information and the potential fault information, a first operation strategy for the target train is generated to control the target train to continue running on the initial line or dispatch the target train to run on a first alternative line other than the initial line among a plurality of first to-be-run line information, including steps 21 to 23. Among them, the to-be-processed level of the potential fault point is determined according to the potential fault information, where the to-be-processed level includes urgent and non-urgent.

[0085] Step 21, when the first health status information of the target train is healthy and the to-be-processed level is non-urgent, control the target train to continue running on the initial line.

[0086] Step 22, when the first health status information of the target train is healthy and the to-be-processed level is urgent, dispatch the target train to run on one of the first alternative lines.

[0087] Step 23, when the first health status information of the target train is unhealthy, dispatch the target train to run on one of the first alternative lines.

[0088] According to an embodiment of the present disclosure, controlling the target train to continue running on the initial line can generate a speed reduction strategy. Specifically, the speed reduction amplitude is determined according to the severity of the track condition. For example, a slight deterioration may only require a 10% speed reduction, while a severe deterioration may require a speed reduction of more than 30%. The specific area for speed reduction can be the entire section or a specific track segment. The time window for speed reduction is determined. For example, the normal speed can be restored during night maintenance, while speed reduction operation is required during the day.

[0089] According to an embodiment of the present disclosure, the speed reduction strategy is notified to the dispatching and command center, which coordinates the operation plans of each train uniformly. The speed reduction information is sent to relevant stations and train drivers through the train dispatching system to ensure that they understand and execute the speed reduction instructions. The speed reduction information is released through channels such as official websites and APPs to inform passengers of possible delays.

[0090] According to an embodiment of the present disclosure, according to the potential fault information, it can also be classified into slight, medium, and severe levels. Slight fault: Continue to observe the operation on the premise of ensuring safety, increase the detection frequency, and record the fault situation. Medium fault: Run at a speed limit in the fault section, adjust the operation diagram to reduce the train density, and arrange for temporary repair during off-peak hours. Severe fault: Immediately stop the trains in this section, organize a professional team for emergency repair, promptly inform passengers of the information and provide suggestions for alternative rides.

[0091] According to an embodiment of the present disclosure, when generating an operation strategy, it is also necessary to evaluate the impact of a fault on train operation (delay, suspension, speed limit), passengers (number of affected passengers, peak passenger flow), and transfer (transfer at hub stations). And determine the track section directly affected by the fault point, considering the impact on the operation of adjacent sections and power supply areas.

[0092] According to an embodiment of the present disclosure, for a healthy train without urgent matters, let it continue to run on the initial line, reduce unnecessary dispatching, maintain the efficient operation of the main line, ensure the overall operation order, and improve the transportation efficiency. When the train is unhealthy or there are urgent matters to be handled, dispatching it to an alternative line can prevent a faulty train from causing more serious accidents on the main line, avoid affecting the operation of other normal trains, and ensure the operation safety of the entire rail transit network.

[0093] According to an embodiment of the present disclosure, when the first operation strategy is to dispatch the target train to run on the first alternative line, the method further includes steps 31 to 32.

[0094] Step 31, obtain the operation environment monitoring information of each first alternative line; Step 32, generate a dispatching plan for the target train based on the first health status information of the target train and the operation environment monitoring information of each first alternative line, so as to dispatch the target train to run on one of the first alternative lines.

[0095] According to an embodiment of the present disclosure, on the basis of considering alternative lines, it is also necessary to consider whether the alternative lines currently meet the train running conditions. By comprehensively considering the health status of the target train and the operation environment of the alternative lines, it is possible to avoid dispatching the train to a line that is not suitable for its current condition, reduce the operation risk, and ensure the safety of the train and passengers. At the same time, it can also avoid the situation where some alternative lines are overused due to blind dispatching while other lines are idle, and improve the overall operation efficiency.

[0096] According to an embodiment of the present disclosure, the train operation dispatching method further includes steps 41 to 43.

[0097] Step 41, obtain the second operation status information, second operation mileage information, second maintenance information, and multiple second lines to be run information of the reference train in the second historical time period.

[0098] Step 42, generate the second health status information of the reference train based on the second operation status information, second operation mileage information, and second maintenance information.

[0099] Step 43, generate a second operation strategy for the reference train based on the second health status information and potential fault information, so as to control the reference train to continue running on the initial line or dispatch the reference train to a second alternative line other than the initial line among the multiple second lines to be run information.

[0100] According to an embodiment of the present disclosure, when there are potential fault points in the initial line of the reference train operation, not only the operation strategy of the target train planned to travel on the initial line in the future needs to be updated, but it is more necessary to preferentially solve the current second operation strategy of the reference train. The same as the above embodiment. By referring to the second operation status information, the second operation mileage information, the second maintenance information, and multiple second to-be-operated line information of the reference train within the second historical time period; generating the second health status information of the reference train. Combining the second health status information and the potential fault information to generate the second operation strategy for the reference train. If the health status of the reference train is good, and there is no potential fault or the potential fault does not affect the operation on the initial line, then the strategy may be to let the reference train continue to operate on the initial line; if the train has certain health problems or potential faults, and it is judged according to the specific situation that it is necessary to avoid the initial line to ensure operation safety or facilitate maintenance, etc., then the train will be scheduled to operate on the second alternative line other than the initial line among the multiple second to-be-operated line information.

[0101] Based on the above train operation scheduling method, the present application further provides a train operation scheduling device. The following will be combined with Figure 4 to describe this device in detail.

[0102] Figure 4 Schematically shows a structural block diagram of a train operation scheduling device according to an embodiment of the present application.

[0103] As Figure 4 shown, the train operation scheduling device 400 of this embodiment includes a first acquisition module 410, a second acquisition module 420, a first generation module 430, and a second generation module 440.

[0104] The first acquisition module 410 is configured to acquire potential fault information detected when the reference train travels on the initial line, where the potential fault information includes one or more of catenary fault information, track fault information, and tunnel fault information related to the operation environment of the initial line; in an embodiment, the first acquisition module 410 may be configured to perform the operation S210 described above, which will not be elaborated here.

[0105] The second acquisition module 420 is configured to acquire the first operation status information, the first operation mileage information, the first maintenance information, and multiple first to-be-operated line information of the target train within the first historical time period, where the target train is a train planned to travel on the initial line within the target preset time; in an embodiment, the second acquisition module 420 may be configured to perform the operation S220 described above, which will not be elaborated here.

[0106] The first generation module 430 is configured to generate first health state information of a target train based on first operation state information, first operation mileage information, and first maintenance information; in an embodiment, the first generation module 430 may be configured to perform the operation S230 described above, which will not be elaborated here.

[0107] The second generation module 440 is configured to generate a first operation strategy for the target train based on the first health state information and potential fault information, so as to control the target train to continue running on the initial line or schedule the target train to run on a first alternative line other than the initial line among a plurality of first to-be-run line information. In an embodiment, the second generation module 440 may be configured to perform the operation S240 described above, which will not be elaborated here.

[0108] According to an embodiment of the present disclosure, the first generation module 430 includes: a first generation sub-module and a second generation sub-module.

[0109] The first generation sub-module is configured to generate target train energy consumption information and loss information based on the first operation state information, first operation mileage information, and first maintenance information; the second generation sub-module is configured to generate first health state information of the target train based on the energy consumption information and the loss information.

[0110] According to an embodiment of the present disclosure, the first generation sub-module includes: a first output unit configured to input the first operation state information, first operation mileage information, and first maintenance information into a trained first target model and output energy consumption information and loss information; wherein, the first target model is trained from a first initial model using historical energy consumption information and historical loss information of sample trains as labels and using historical operation state information, historical operation mileage information, and historical maintenance information of the sample trains.

[0111] According to an embodiment of the present disclosure, the second generation sub-module includes: a second output unit configured to input the energy consumption information, loss information, and first operation mileage information into a trained second target model and output health state information of the target train; wherein, the second target model is trained from a second initial model using historical failure rates of respective sample trains as labels and using historical energy consumption information, historical loss information, and historical operation mileage information.

[0112] According to an embodiment of the present disclosure, the potential fault information includes potential fault points, the health state information includes healthy and unhealthy, and the second generation module 440 includes: a determination sub-module, a control sub-module, a first scheduling sub-module, and a second scheduling sub-module.

[0113] A determination sub-module, configured to determine the processing level to be dealt with for potential fault points according to potential fault information, where the processing levels to be dealt with include urgent and non-urgent. A control sub-module, configured to control the target train to continue running on the initial line when the first health status information of the target train is healthy and the processing level to be dealt with is non-urgent; a first scheduling sub-module, configured to schedule the target train to run on one of the first alternative lines when the first health status information of the target train is healthy and the processing level to be dealt with is urgent; a second scheduling sub-module, configured to schedule the target train to run on one of the first alternative lines when the first health status information of the target train is unhealthy.

[0114] According to an embodiment of the present disclosure, when the first operation strategy is to schedule the target train to run on the first alternative line, the train operation scheduling device further includes: a third acquisition module and a third generation module.

[0115] The third acquisition module is configured to acquire the operation environment monitoring information of each first alternative line; the third generation module is configured to generate a scheduling plan for the target train based on the first health status information of the target train and the operation environment monitoring information of each first alternative line, so as to schedule the target train to run on one of the first alternative lines.

[0116] According to an embodiment of the present disclosure, the train operation scheduling device further includes: a fourth acquisition module and a fourth generation module.

[0117] The fourth acquisition module is configured to acquire the second operation status information, the second operation mileage information, the second maintenance information, and multiple second to-be-run line information of the reference train in the second historical time period; the fourth generation module is configured to generate the second health status information of the reference train based on the second operation status information, the second operation mileage information, and the second maintenance information; and generate a second operation strategy for the reference train based on the second health status information and the potential fault information, so as to control the reference train to continue running on the initial line or schedule the reference train to run on a second alternative line other than the initial line among the multiple second to-be-run line information.

[0118] Any of a plurality of modules, sub-modules, units, and sub-units according to embodiments of the present disclosure, or at least part of the functions of any of them, may be implemented in one module. Any one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure may be split into multiple modules for implementation. Any one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure may be at least partially implemented as a hardware circuit, such as a field-programmable gate array (FPGA), a programmable logic array (PLA), a system-on-chip, a system-on-substrate, a system-on-package, an application-specific integrated circuit (ASIC), or may be implemented by any other reasonable manner of integrating or packaging circuits, in hardware or firmware, or implemented in any one of the three implementation manners of software, hardware, and firmware, or in an appropriate combination of any several of them. Alternatively, one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure may be at least partially implemented as a computer program module, which can perform corresponding functions when the computer program module is run.

[0119] For example, any of the first acquisition module 410, the second acquisition module 420, the first generation module 430, and the second generation module 440 may be combined and implemented in one module / unit / sub-unit, or any one of the modules / units / sub-units may be split into multiple modules / units / sub-units. Alternatively, at least part of the functions of one or more of these modules / units / sub-units may be combined with at least part of the functions of other modules / units / sub-units and implemented in one module / unit / sub-unit. According to embodiments of the present disclosure, at least one of the first acquisition module 410, the second acquisition module 420, the first generation module 430, and the second generation module 440 may be at least partially implemented as a hardware circuit, such as a field-programmable gate array (FPGA), a programmable logic array (PLA), a system-on-chip, a system-on-substrate, a system-on-package, an application-specific integrated circuit (ASIC), or may be implemented by any other reasonable manner of integrating or packaging circuits, in hardware or firmware, or implemented in any one of the three implementation manners of software, hardware, and firmware, or in an appropriate combination of any several of them. Alternatively, at least one of the first acquisition module 410, the second acquisition module 420, the first generation module 430, and the second generation module 440 may be at least partially implemented as a computer program module, which can perform corresponding functions when the computer program module is run.

[0120] Figure 5 A block diagram of an electronic device suitable for implementing the method described above according to embodiments of the present disclosure is schematically shown. Figure 5 The electronic device shown is only an example and should not impose any limitation on the functions and usage scope of the embodiments of the present disclosure.

[0121] As shown Figure 5 in FIG. 1, the electronic device 500 according to an embodiment of the present disclosure includes a processor 501, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 502 or a program loaded from a storage section 508 into a random access memory (RAM) 503. The processor 501 may include, for example, a general-purpose microprocessor (e.g., CPU), an instruction set processor, and / or a related chipset, and / or a dedicated microprocessor (e.g., an application specific integrated circuit (ASIC)), and so on. The processor 501 may also include on-board memory for caching purposes. The processor 501 may include a single processing unit or multiple processing units for performing different actions of the method flow according to an embodiment of the present disclosure.

[0122] In the RAM 503, various programs and data required for the operation of the electronic device 500 are stored. The processor 501, the ROM 502, and the RAM 503 are connected to each other via a bus 504. The processor 501 performs various operations of the method flow according to an embodiment of the present disclosure by executing the programs in the ROM 502 and / or the RAM 503. It should be noted that the program may also be stored in one or more memories other than the ROM 502 and the RAM 503. The processor 501 may also perform various operations of the method flow according to an embodiment of the present disclosure by executing the programs stored in the one or more memories.

[0123] According to an embodiment of the present disclosure, the electronic device 500 may further include an input / output (I / O) interface 505, and the input / output (I / O) interface 505 is also connected to the bus 504. The electronic device 500 may further include one or more of the following components connected to the input / output (I / O) interface 505: an input section 506 including a keyboard, a mouse, etc.; an output section 507 including, for example, a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN card, a modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the input / output (I / O) interface 505 as needed. A removable medium 511, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 510 as needed so that a computer program read from it can be installed into the storage section 508 as needed.

[0124] According to an embodiment of the present disclosure, the method flow according to the embodiment of the present disclosure can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a computer-readable storage medium, and the computer program includes program codes for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 509, and / or installed from the removable medium 511. When the computer program is executed by the processor 501, the above functions defined in the system of the embodiment of the present disclosure are executed. According to an embodiment of the present disclosure, the above-described system, device, apparatus, module, unit, etc. can be implemented by computer program modules.

[0125] The present disclosure also provides a computer-readable storage medium, which can be included in the device / device / system described in the above embodiment; or can exist alone without being assembled into the device / device / system. The above computer-readable storage medium carries one or more programs, and when the above one or more programs are executed, the method according to the embodiment of the present disclosure is implemented.

[0126] According to an embodiment of the present disclosure, the computer-readable storage medium can be a non-volatile computer-readable storage medium. For example, it can include but is not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above. In the present disclosure, the computer-readable storage medium can be any tangible medium that contains or stores a program, and the program can be used by or in combination with an instruction execution system, device, or device.

[0127] For example, according to an embodiment of the present disclosure, the computer-readable storage medium can include the above-described ROM 502 and / or RAM 503 and / or one or more memories other than ROM 502 and RAM 503.

[0128] An embodiment of the present disclosure also includes a computer program product, which includes a computer program, and the computer program includes program codes for executing the method provided by the embodiment of the present disclosure. When the computer program product runs on an electronic device, the program codes are used to cause the electronic device to implement the train operation scheduling method provided by the embodiment of the present disclosure.

[0129] When the computer program is executed by the processor 501, the above functions defined in the system / apparatus of the embodiment of the present disclosure are executed. According to an embodiment of the present disclosure, the above-described system, apparatus, module, unit, etc. can be implemented by computer program modules.

[0130] In one embodiment, the computer program may rely on tangible storage media such as optical storage devices, magnetic storage devices, etc. In another embodiment, the computer program may also be transmitted and distributed in the form of signals on a network medium, and downloaded and installed through the communication part 509, and / or installed from the removable medium 511. The program code included in the computer program can be transmitted using any suitable network medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0131] According to embodiments of the present disclosure, the program code for executing the computer program provided by the embodiments of the present disclosure can be written in any combination of one or more programming languages. Specifically, these computing programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages include but are not limited to, such as Java, C++, python, the "C" language, or similar programming languages. The program code can be executed entirely on the user's computing device, partially on the user's device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computing device (e.g., by using an Internet service provider to connect through the Internet).

[0132] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram may represent a module, a segment of a program, or a portion of code, which contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions noted in the blocks may occur in a different order than noted in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, or they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, and combinations of blocks in the block diagram or flowchart, can be implemented by a dedicated hardware-based system that performs the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in the present disclosure. In particular, without departing from the spirit and teachings of the present disclosure, the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways. All such combinations and / or combinations fall within the scope of the present disclosure.

[0133] The embodiments of the present disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Although the embodiments have been described separately above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Without departing from the scope of the present disclosure, those skilled in the art can make various substitutions and modifications, and all such substitutions and modifications should fall within the scope of the present disclosure.

Claims

1. A train operation scheduling method based on a network rail tunnel system, comprising: Acquire potential fault information detected when a reference train travels on an initial line, wherein the potential fault information includes one or more of overhead line fault information, track fault information, and tunnel fault information related to an operating environment of the initial line; Acquire first running status information, first running mileage information, first maintenance information, and a plurality of first to-be-run line information of a target train in a first historical time period, wherein the target train is a train that is planned to travel on the initial line within a target preset time; generating first health status information of the target train based on the first running status information, the first running mileage information and the first maintenance information; Based on the first health status information and the potential fault information, a first operation strategy for the target train is generated to control the target train to continue running on the initial line or to dispatch the target train to run on a first alternative line other than the initial line in the multiple first to-be-operated line information.

2. The method according to claim 1, wherein: Generating first health status information of the target train based on the first running status information, the first running mileage information, and the first maintenance information includes: generating the target train energy consumption information and loss information based on the first running status information, the first running mileage information and the first maintenance information; Based on the energy consumption information and the loss information, first health status information of the target train is generated.

3. The method according to claim 2, wherein: Generating the target train energy consumption information and loss information based on the first running status information, the first running mileage information and the first maintenance information includes: Inputting the first operating state information, the first operating mileage information and the first maintenance information into a trained first target model, and outputting the energy consumption information and the loss information; The first target model is obtained by using the historical energy consumption information and historical loss information of the sample train as labels, and by training the first initial model using the historical operating status information, historical operating mileage information and historical maintenance information of the sample train.

4. The method according to claim 2, wherein: Based on the energy consumption information and the loss information, generating first health status information of the target train includes: Inputting the energy consumption information, the loss information and the first running mileage information into a trained second target model, and outputting the health status information of the target train; The second target model is obtained by training the second initial model using the historical failure rate of each sample train as a label and utilizing the historical energy consumption information, the historical loss information and the historical running mileage information.

5. The method according to claim 1, wherein: The potential fault information includes potential fault points, and the health status information includes healthy and unhealthy. Based on the first health status information and the potential fault information, a first operation strategy for the target train is generated to control the target train to continue to operate on the initial line or to dispatch the target train to operate on a first alternative line other than the initial line in the plurality of first to-be-operated line information, including: Determine the level of the potential fault point to be processed according to the potential fault information, wherein the level to be processed includes emergency and non-emergency, When the first health status information of the target train is healthy and the pending level is non-emergency, controlling the target train to continue running on the initial line; When the first health status information of the target train is healthy and the pending level is urgent, dispatching the target train to run on one of the first alternative routes; When the first health status information of the target train is unhealthy, the target train is dispatched to run on one of the first alternative routes.

6. The method according to claim 1 or 5, wherein: When the first operation strategy is to dispatch the target train to run on the first alternative route, the method further includes: Obtaining operating environment monitoring information of each of the first candidate lines; Based on the first health status information of the target train and the operating environment monitoring information of each of the first alternative routes, a scheduling plan for the target train is generated to schedule the target train to run on one of the first alternative routes.

7. The method according to claim 1, wherein: The method further comprises: Acquire second running status information, second running mileage information, second maintenance information and a plurality of second to-be-run line information of the reference train in a second historical time period; generating second health status information of the reference train based on the second running status information, the second running mileage information and the second maintenance information; Based on the second health status information and the potential fault information, a second operation strategy for the reference train is generated to control the reference train to continue operating on the initial line or to schedule the reference train to operate on a second alternative line other than the initial line in the multiple second line information to be operated.

8. A train operation dispatching device based on a vehicle-ground integrated system, comprising: A first acquisition module is used to acquire potential fault information detected by a reference train when traveling on an initial line, wherein the potential fault information includes one or more of overhead line fault information, track fault information and tunnel fault information related to an operating environment of the initial line; A second acquisition module is used to acquire first operating status information, first operating mileage information, first maintenance information, and a plurality of first to-be-operated line information of a target train in a first historical time period, wherein the target train is a train that is planned to travel on the initial line within a target preset time; A first generating module, configured to generate first health status information of the target train based on the first running status information, the first running mileage information and the first maintenance information; The second generating module is used to generate a first operation strategy for the target train based on the first health status information and the potential fault information, so as to control the target train to continue to run on the initial line or dispatch the target train to run on a first alternative line other than the initial line in the multiple first to-be-operated line information.

9. A train comprising: An acquisition module, used to acquire the first operation strategy and / or the second operation strategy according to any one of claims 1 to 7; A generation module is used to generate an operation instruction based on the first operation strategy and / or the second operation strategy to control the train to operate according to the first operation strategy and / or the second operation strategy.

10. An electronic device comprising: one or more processors; a memory for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the method according to any one of claims 1 to 7.

11. A computer program product, wherein: The computer program product comprises computer executable instructions, which are used to implement the method according to any one of claims 1 to 7 when executed.

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