CTC-based signal equipment fault influence identification and route change recommendation method and system

Abstract

The invention discloses a CTC-based signal equipment fault influence identification and route change recommendation method and system. The method is applied to an intelligent control server and comprises the following steps: acquiring dynamic data of an in-transit train from a train operation database in real time; the method comprises the following steps: acquiring a real-time state of signal equipment from a signal equipment state database at a first preset time interval, and if an equipment fault exists, executing the following processing: acquiring an equipment-route association relationship from a station topology database, identifying an affected route according to fault equipment, and generating a static affected route list; screening trains planned to use affected routes, calculating the time for each train to arrive at a fault area, dividing the influence level of each train in combination with the predicted fault repair time, and sequencing the trains from high to low according to the influence levels to generate a dynamic affected train list; and generating a corresponding route changing scheme for each train in the dynamically influenced train list in sequence, and performing three-dimensional scoring sorting to generate a route changing recommendation table.

Description

Technical Field

[0001] This invention relates to the field of railway signaling technology, and in particular to a method, system, electronic device, and storage medium for identifying the impact of signaling equipment faults and recommending alternative routes based on CTC (Circuit Traction Control). Background Technology

[0002] The decentralized autonomous centralized dispatching system (CTC) is the core hub of railway traffic dispatching, responsible for integrating functions such as signal equipment control, train operation monitoring, and route management, directly determining the safety and efficiency of railway transportation. Signal equipment (such as switches, signals, and track circuits) serves as the "execution terminal" of the CTC system; malfunctions in these devices can directly lead to route failures and train obstructions. For example, a switch "without indication" will prevent routes relying on that switch from being activated, and track circuit malfunctions can misjudge train occupancy status, thus triggering the risk of traffic conflicts.

[0003] Currently, there are three core issues in handling signal equipment failures under the CTC system: Identifying the scope of impact relies on manual intervention: After a fault occurs, dispatchers need to manually check the station topology map and route table to match the affected trains / shunting routes one by one, which usually takes 5-10 minutes and is difficult to meet the "second-level response" requirement of high-speed rail / heavy-haul railways. The proposed route change recommendations lack intelligence: the existing system can only indicate route failures, requiring dispatchers to plan alternative routes based on experience. This can easily lead to inefficient recommended solutions (such as excessively long detours) or safety hazards (such as ignoring temporary speed limits) due to incomplete understanding of station topology details. Insufficient dynamic correlation: The identification and route recommendation do not take into account the real-time position, speed and other dynamic data of the train, which may result in a situation where "there is no available time window for the recommended route" (such as when the train is approaching the fault section and cannot switch routes in time).

[0004] With the increasing density of railway transportation, manual handling methods are no longer sufficient to meet the emergency dispatch needs after a failure. Therefore, developing a method that can automatically identify the scope of failure impact and intelligently recommend alternative routes has become crucial to improving the emergency response capabilities of the CTC system.

[0005] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0006] The purpose of this invention is to provide a method, system, electronic device and storage medium for identifying the impact of signal equipment faults and recommending alternative routes based on CTC (Conductivity, Traction, and Control). This method can automatically and quickly identify the scope of the fault's impact and intelligently generate an optimal alternative route that is safe, efficient and matches the real-time operating status of the train.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solution: One aspect of the present invention provides a method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC (Computer-Controlled Transmission), applied to an intelligent control server, comprising: S1, obtains real-time dynamic data of trains en route from the train operation database; S2, retrieve the real-time status of the signal equipment from the signal equipment status database at a first preset time interval, and perform the following processing when a device fault is detected: S3: Obtain the equipment-route association from the station topology database, identify directly or indirectly affected routes based on the faulty equipment, and generate a static list of affected routes; S4. Select trains that will use the affected routes, calculate the arrival time of each train in the fault area, classify the impact level of each train based on the estimated repair time of the fault, and sort them from high to low according to the impact level to generate a dynamic list of affected trains. S5 sequentially generates corresponding alternative route plans for each train in the dynamically affected train list based on the three-dimensional constraints of "safety-efficiency-complexity", performs three-dimensional scoring and sorting, and generates an alternative route recommendation table.

[0008] Optionally, the method further includes: S6, push the static list of affected routes, the dynamic list of affected trains, and the recommended change route table to the line map terminal, and the line map terminal will visually mark and display the faulty equipment, affected routes, affected trains, and recommended change routes.

[0009] Optionally, in step S6, a static list of affected routes, a dynamic list of affected trains, and a recommended change route table are pushed to the line map terminal via MsgStringMessage.

[0010] Optionally, the method further includes: S7. Obtain the real-time status of the signal device from the signal device status database at a second preset time interval, and determine whether the faulty device has recovered to normal. If it has not recovered, repeat steps S3 to S5. The second preset time interval is less than the first preset time interval.

[0011] Optionally, the method further includes: If the faulty device recovers, return to step S2.

[0012] Optionally, the method further includes: S8, send a clear mark instruction to the line map terminal so that the line map terminal clears the marks of faulty equipment, affected routes, affected trains and recommended route changes, and restores the normal display state.

[0013] Optionally, the method further includes: S9 generates a fault handling report and stores it in the database.

[0014] Another aspect of the present invention provides a signal equipment fault impact identification and route change recommendation system based on CTC, including an intelligent control server, a signal equipment status database, a train operation database, and a station topology database, wherein: The train operation database is used to store dynamic data of trains in transit, including: real-time location, speed, acceleration, and planned route; The signal equipment status database stores the real-time status of the signal equipment and the estimated repair time for faults. The station topology database is used to store station static data, including: equipment-route relationships, route composition, track section length, and speed limit zone distribution; The intelligent control server is used to perform the following steps: S1, obtains real-time dynamic data of trains en route from the train operation database; S2, retrieve the real-time status of the signal equipment from the signal equipment status database at a first preset time interval, and perform the following processing when a device fault is detected: S3: Obtain the equipment-route association from the station topology database, identify directly or indirectly affected routes based on the faulty equipment, and generate a static list of affected routes; S4. Select trains that will use the affected routes, calculate the arrival time of each train in the fault area, classify the impact level of each train based on the estimated repair time of the fault, and sort them from high to low according to the impact level to generate a dynamic list of affected trains. S5 sequentially generates corresponding alternative route plans for each train in the dynamically affected train list based on the three-dimensional constraints of "safety-efficiency-complexity", performs three-dimensional scoring and sorting, and generates the "Alternative Route Recommendation Table".

[0015] Optionally, the system further includes: a line chart terminal; The intelligent control server is also used to execute the following step: S6, pushing the static list of affected routes, the dynamic list of affected trains, and the recommended route change table to the line map terminal, whereby the line map terminal visually marks and displays the faulty equipment, affected routes, affected trains, and recommended route changes.

[0016] Optionally, the intelligent control server pushes a static list of affected routes, a dynamic list of affected trains, and a list of recommended change routes to the line map terminal via MsgStringMessage messages.

[0017] Optionally, the intelligent control server is further configured to perform the following steps: S7, obtaining the real-time status of the signal device from the signal device status database at a second preset time interval, and determining whether the faulty device has recovered to normal; if it has not recovered, then repeating steps S3 to S5; the second preset time interval is less than the first preset time interval.

[0018] Optionally, the intelligent control server is further configured to: if the faulty device recovers to normal, return to step S2.

[0019] Optionally, the intelligent control server is further configured to perform step S8, sending a clear mark instruction to the line map terminal, so that the line map terminal clears the marks of faulty equipment, affected routes, affected trains and recommended route changes, and restores the display state to normal.

[0020] Optionally, the intelligent control server is also used to perform step S9, generating a "Fault Handling Report" and storing it in the database.

[0021] Another aspect of the present invention provides an electronic device including a processor and a memory, wherein the memory stores a computer program that, when executed by the processor, implements the method described above.

[0022] Another aspect of the present invention provides a readable storage medium storing a computer program that, when executed by a processor, implements the method described above.

[0023] This invention has at least the following technical effects: 1. This invention designs a method for linking the impact range of equipment with the change of routes: by combining the route table and station equipment data, it automatically identifies the affected train / shunting routes and simultaneously generates available change routes, breaking through the limitations of manual analysis and realizing the integration of "impact identification - route recommendation".

[0024] 2. This invention enables batch processing of routes and operation plans: it automatically identifies affected routes in batches, calculates train running times, supports batch adjustment of operation plans, replaces manual operation one by one, and improves emergency response efficiency.

[0025] 3. This invention designs a standardized data interaction and status feedback mechanism: it uses the MsgStringMessage message format to transmit the scope of influence and route data, and updates it synchronously to the occupancy map to ensure data interaction compatibility and status visualization, thereby reducing the threshold for scheduling operations. Attached Figure Description

[0026] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the drawings described below are one embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort: Figure 1 This invention provides a structural diagram of a signal equipment fault impact identification and route change recommendation system based on CTC. Figure 2 The flowchart illustrates a method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC, as provided in this invention. Detailed Implementation

[0027] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, further illustrates the solution proposed by the present invention. The advantages and features of the present invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of the present invention. Please refer to the drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0028] To address the problems of low efficiency in identifying the scope of faults, lack of intelligent support for route change recommendations, and disconnect between handling solutions and the dynamic operation status of trains in existing decentralized autonomous dispatching centralized systems when signal equipment malfunctions due to reliance on manual handling, this invention provides an automatic, accurate, and adaptive solution. Based on the existing architecture of the CTC system, the core modules shown in Table 1 below are added or upgraded. Each module achieves real-time data interaction through a secure Ethernet. By integrating multi-source data from the CTC system, an automated process of "data acquisition-analysis-decision-feedback" is constructed to achieve a closed loop of "automatic fault impact identification-intelligent route change recommendation-dynamic update".

[0029] Table 1 Combination Figure 1 As shown, the signal equipment fault impact identification and route change recommendation system based on CTC provided by the present invention includes an intelligent control server 10, a signal equipment status database 20, a train operation database 30, a station topology database 40, and may also include a occupancy map terminal 50.

[0030] like Figure 2 As shown, this invention provides a method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC (Computer-Controlled Troubleshooting), applied to the aforementioned intelligent control server 10, and includes the following steps: S1 retrieves real-time dynamic data of trains en route from the train operation database.

[0031] Dynamic data includes: train ID, real-time location, speed, acceleration, and planned route. The intelligent control server can preprocess the data, such as removing duplicate data and using linear interpolation to complete missing speed data.

[0032] S2, retrieves the real-time status of the signal equipment from the signal equipment status database at a first preset time interval, and performs subsequent processing when a device fault is detected.

[0033] The signal equipment status database stores the status of signal equipment at various times. For example, the real-time status of a signal equipment can be retrieved from the database at 1-minute intervals, including the equipment ID, status, and fault time; that is, the real-time status of the signal equipment within each minute can be retrieved from the database. If a device experiences an anomaly lasting more than 3 seconds, it is considered a valid fault, and the fault information is recorded.

[0034] S3 retrieves the equipment-route association from the station topology database, identifies routes directly or indirectly affected by faulty equipment, and generates a static list of affected routes.

[0035] When a fault occurs, the station topology database is invoked to traverse the equipment-route relationships, identify routes that are directly or indirectly affected, and generate a static list of affected routes.

[0036] S4. Select trains that will use the affected routes, calculate the arrival time of each train in the fault area, classify the impact level of each train based on the estimated repair time of the fault, and sort them from high to low according to the impact level to generate a dynamic list of affected trains.

[0037] Based on information from the train operation database, trains scheduled to use affected routes are selected. Then, kinematic formulas are used to calculate the train arrival times at the fault zone. If the arrival times of three trains are 8 minutes and 12 minutes respectively, and the estimated repair time for the faulty equipment is 15 minutes, then the impact levels of the three trains are classified as Level 1 and Level 2, with the first train having the highest impact level. All trains are then sorted from highest to lowest impact level to generate a dynamic list of affected trains. It's understood that if a train's arrival time at the fault zone is greater than the estimated repair time, then that train is not affected. The estimated repair time can be set based on the historical repair times of each signaling device, and can also be manually adjusted by the dispatcher.

[0038] S5 sequentially generates corresponding alternative route plans for each train in the dynamically affected train list based on the three-dimensional constraints of "safety-efficiency-complexity", performs three-dimensional scoring and sorting, and generates an alternative route recommendation table.

[0039] Based on route-related information in the station topology database, corresponding alternative routes are generated for affected trains according to three-dimensional constraints of safety, efficiency, and complexity. These alternative routes are then ranked according to their total scores across these three dimensions, generating a recommended alternative route table. The method for generating alternative routes is existing technology and will not be elaborated upon here.

[0040] In addition, the method also includes: S6, push the static list of affected routes, the dynamic list of affected trains, and the recommended change route table to the line map terminal, and the line map terminal will visually mark and display the faulty equipment, affected routes, affected trains, and recommended change routes.

[0041] Specifically, the intelligent control server can push static lists of affected routes, dynamic lists of affected trains, and recommended alternative routes via MsgStringMessage messages. The occupancy map terminal can use different colors to mark faulty equipment, affected routes, and recommended alternative routes. Hovering the mouse over an affected train displays its impact level and arrival time in the fault area, providing a visual representation of the results.

[0042] In addition, the method also includes: S7: Obtain the real-time status of the signal device from the signal device status database at a second preset time interval, and determine whether the faulty device has returned to normal. If it has not returned to normal, repeat steps S3 to S5. The second preset time interval is less than the first preset time interval. If the faulty device has returned to normal, return to step S2.

[0043] After a device malfunction occurs, the time interval for retrieving the real-time status of the signal device from the signal device status database will be shortened (e.g., to 20 seconds), and steps S3-S5 will be repeated to update the results until the fault is resolved. After the fault is resolved, the time interval for retrieving the real-time status of the signal device from the signal device status database will be restored to 1 minute.

[0044] In addition, after the fault is recovered, step S8 can be executed to send a clear mark instruction to the line map terminal so that the line map terminal clears the marks of the faulty equipment, affected routes, affected trains and recommended route changes, and restores the normal display state.

[0045] You can also perform step S9 to generate a fault handling report and store it in the database for later review.

[0046] The following is a specific example to illustrate the solution of the present invention. Taking "a fault in turnout #18 at a high-speed railway hub B station (no indication)" as an example, the actual application process of the present invention will be explained in detail as follows: Faulty equipment information: Bilibili No. 18 turnout (equipment ID: B-18-C), fault type "turnout not displaying" (abnormal code E03), fault occurrence time =8:00:00, Estimated repair time for the fault =25 minutes.

[0047] Signal equipment status database: Stores the status information of turnout #18 in real time. The stored information shows that the first abnormality was collected at 8:00:00 and the abnormality was still collected at 8:00:03. Train operation database: Real-time storage of train data in transit, including train G8911 (ID: G8911, current location: 5km up from station B, speed: 100km / h, planned route: station B - station X) and train D2345 (ID: D2345, current location: 12km up from station B, speed: 80km / h, planned route: station B - station Y). Station topology database: Stores the "18# turnout-route association table", which displays the directly controlled route "B station-X station" and the indirectly associated route "B station-Y station" (the two routes share the 1-3km track section upstream of B station).

[0048] In step S1, the train operation database feeds back dynamic data of trains en route to the intelligent control server in real time: real-time transmission of the position and speed data of G8911 and D2345, with complete data and no missing data, requiring no supplementation; In step S2, the signal equipment status database feeds back the real-time status of the signal equipment to the intelligent control server every minute. For example, at 8:01:00, it transmits all status information of turnout #18 within the minute from 8:00:00 to 8:00:59. The specific information is as follows: "B-18-C, no indication, 8:00:00; ...; B-18-C, no indication, 8:00:03 ...; B-18-C, no indication, 8:00:59". The intelligent control server determines that the data is not duplicated and does not need to be removed. Furthermore, the intelligent control server determines that the abnormality of turnout #18 lasts for 1 minute (exceeding the 3-second threshold), classifies it as a valid fault, and records the fault information, such as equipment ID, type, etc. .

[0049] In step S3, the intelligent control server obtains the equipment-route association relationship from the station topology database: loads static data such as "18# turnout-route association table" and "B-station-X station / B-station-Y station route length (both 8km)," traverses the "18# turnout-route association table," identifies the directly affected route "B-station-X station" and the indirectly affected route "B-station-Y station," generates a static affected route list, and stores it.

[0050] In step S4, the intelligent control server filters trains that plan to use the route "B Station-X Station" and "B Station-Y Station", and marks G8911 (planned route B Station-X Station) and D2345 (planned route B Station-Y Station) as "potentially affected trains". The intelligent control server calculates the time it takes for the train to reach the faulty section: For G8911: The starting position of the fault section is 1km uphill from station B, the current position is 5km, and the speed is 100km / h. Therefore, the time to reach the starting position of the fault section under a constant speed scenario is calculated as follows: =0.04 hours = 2.4 minutes; For D2345: The current position is 12km, and the speed is 80km / h. Calculate the time to reach the starting position of the fault section under a constant speed scenario. =0.1375 hours = 8.25 minutes; Combination =25 minutes, classifying the impact levels of each train: G8911 =2.4 minutes, less than 5 minutes, therefore classified as Level 1 impact, D2345 =8.25 minutes, which is greater than 5 minutes but less than 25 minutes, so it is classified as a level 2 impact, and a dynamic list of affected trains is generated.

[0051] In step S5: For each train in the dynamic affected train list in sequence, the intelligent control server generates an alternative route according to the static yard data in the yard topology database under the constraints of "safety - efficiency - complexity": For G8911, the original route is from Station B to Station X. There are two alternative routes that can be generated: "Station B - Station Z - Station X" (safety dimension: avoiding turnout 18# and speed limit area; efficiency dimension: route length is 10 km, 25% longer than the original route; complexity dimension: only involving 1 set of turnouts), "Station B - Station A - Station X" (safety dimension: avoiding faults; efficiency dimension: route length is 15 km, 87.5% longer than the original route; complexity dimension: involving 2 sets of turnouts); For D2345, the original route is from Station B to Station Y. The generated alternative route is one: "Station B - Station W - Station Y" (safety dimension: avoiding the shared section; efficiency dimension: route length is 9 km, 12.5% longer than the original route; complexity dimension: only involving 1 set of turnouts); The intelligent control server conducts a three - dimensional scoring: The total score of the route "Station B - Station Z - Station X" is 95 points, including a safety score of 40 points, an efficiency score of 25 points, and a complexity score of 30 points; the total score of the route "Station B - Station W - Station Y" is 98 points, including a safety score of 40 points, an efficiency score of 28 points, and a complexity score of 30 points; the total score of the route "Station B - Station A - Station X" is 70 points, including a safety score of 40 points, an efficiency score of 10 points, and a complexity score of 20 points. Then, an alternative route recommendation list is generated according to the scoring ranking.

[0052] In step S6, the intelligent control server pushes the static affected route list, dynamic affected train list, and alternative route recommendation list to the occupation diagram terminal: The results are pushed through a MsgStringMessage message (XML format). The core content of the message is as follows: <ack_affect_and_alter_route> <station_id>Station B< / station_id> <device_name>B - 18 - C (turnout 18#)< / device_name> <train_route_cnt>2< / train_route_cnt> <train_route_list> <train_routename="Station B - Station X"entry="upward 1"side="3G"alter="Station B - Station Z - Station X(95 points), Station B - Station A - Station X(70 points)" / > <train_routename="Route from Station B to Station Y"; entry="Upward 2"; side="5G"; alter="Route from Station B to Station W to Station Y (98 minutes)" / > < / train_route_list> <shunt_route_cnt>0< / shunt_route_cnt> < / ack_affect_and_alter_route> The occupied track diagram terminal visualizes according to the agreed rules: The 18# turnout is marked in red, the "Route from Station B to Station X" and "Route from Station B to Station Y" are marked in orange, the recommended alternative route is marked in green, and when the mouse hovers over G8911, it shows "Primary impact, = 0.8 minutes", and when hovering over D2345, it shows "Secondary impact, = 6.25 minutes".

[0053] In step S7, the intelligent control server shortens the data acquisition interval of the real-time status of the signal equipment from 1 minute to 20 seconds, and repeats steps S2 - S5 every 20 seconds. It collects again at 8:01:20. The 18# turnout is still faulty. The current position of G8911 = 3 km upstream of Station B, updated to 0.8 minutes (still a primary impact), and the current position of D2345 = 10 km upstream of Station B, updated to 6.25 minutes (still a secondary impact); Fault recovery reset: At 8:22:00, the intelligent control server obtains that the status of the 18# turnout has returned to normal and lasts for more than 3 seconds, determines that the fault is repaired, and restores the data acquisition interval to 1 minute; In step S8, the intelligent control server sends a clear mark instruction to the occupied track diagram terminal, and the occupied track diagram terminal resumes normal display; In step S8, the intelligent control server generates a fault handling report. The core content includes "Fault duration: 22 minutes, affected trains: 2 (G8911 with primary impact, D2345 with secondary impact), both using the recommended alternative route, no delays", and stores the report in the database for subsequent review. <T

[0054] Verification of implementation effect: By implementing the solution of this invention, it only takes 30 seconds from the detection of the 18# turnout fault to the generation of the recommended alternative route, with an efficiency improvement of 10 - 20 times compared to manual handling (5 - 10 minutes); Both G8911 and D2345 safely pass through using the recommended alternative route, without route conflicts or delays, verifying the effectiveness of this invention in terms of accurate fault impact identification and safety of alternative routes, and fully meeting the dispatching requirements of "sub - second response" and "safe and efficient" for high - speed railways. <0>

[0055] In some other embodiments, the present invention also provides an electronic device including a processor and a memory, wherein the memory stores a computer program that, when executed by the processor, implements the method described above.

[0056] In some other embodiments, the present invention also provides a readable storage medium storing a computer program that, when executed by a processor, implements the method described above.

[0057] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0058] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC (Computer-Driven Troubleshooting), characterized in that, Applications in intelligent control servers include: S1, obtains real-time dynamic data of trains en route from the train operation database; S2, retrieve the real-time status of the signal equipment from the signal equipment status database at a first preset time interval, and perform the following processing when a device fault is detected: S3: Obtain the equipment-route association from the station topology database, identify directly or indirectly affected routes based on the faulty equipment, and generate a static list of affected routes; S4. Select trains that will use the affected routes, calculate the arrival time of each train in the fault area, classify the impact level of each train based on the estimated repair time of the fault, and sort them from high to low according to the impact level to generate a dynamic list of affected trains. S5 sequentially generates corresponding alternative route plans for each train in the dynamically affected train list based on the three-dimensional constraints of "safety-efficiency-complexity", performs three-dimensional scoring and sorting, and generates an alternative route recommendation table.

2. The method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC as described in claim 1, characterized in that, Also includes: S6, push the static list of affected routes, the dynamic list of affected trains, and the recommended change route table to the line map terminal, and the line map terminal will visually mark and display the faulty equipment, affected routes, affected trains, and recommended change routes.

3. The method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC as described in claim 2, characterized in that, In step S6, the static list of affected routes, the dynamic list of affected trains, and the recommended change route table are pushed to the line map terminal via MsgStringMessage.

4. The method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC as described in claim 2, characterized in that, Also includes: S7. Obtain the real-time status of the signal device from the signal device status database at a second preset time interval, and determine whether the faulty device has returned to normal. If recovery is not achieved, repeat steps S3 to S5; the second preset time interval is less than the first preset time interval.

5. The method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC as described in claim 4, characterized in that, Also includes: If the faulty device recovers, return to step S2.

6. The method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC as described in claim 5, characterized in that, Also includes: S8, send a clear mark instruction to the line map terminal so that the line map terminal clears the marks of faulty equipment, affected routes, affected trains and recommended route changes, and restores the normal display state.

7. The method for identifying the impact of signal equipment faults and recommending alternative routes based on CTC as described in claim 5, characterized in that, Also includes: S9 generates a fault handling report and stores it in the database.

8. A signal equipment fault impact identification and route change recommendation system based on CTC, characterized in that, This includes an intelligent control server, a signal equipment status database, a train operation database, and a station topology database, among which: The train operation database is used to store dynamic data of trains in transit, including: real-time location, speed, acceleration, and planned route; The signal equipment status database stores the real-time status of the signal equipment and the estimated repair time for faults. The station topology database is used to store station static data, including: equipment-route relationships, route composition, track section length, and speed limit zone distribution; The intelligent control server is used to perform the following steps: S1, obtains real-time dynamic data of trains en route from the train operation database; S2, retrieve the real-time status of the signal equipment from the signal equipment status database at a first preset time interval, and perform the following processing when a device fault is detected: S3: Obtain the equipment-route association from the station topology database, identify directly or indirectly affected routes based on the faulty equipment, and generate a static list of affected routes; S4. Select trains that will use the affected routes, calculate the arrival time of each train in the fault area, classify the impact level of each train based on the estimated repair time of the fault, and sort them from high to low according to the impact level to generate a dynamic list of affected trains. S5. For each train in the dynamically affected train list, generate a corresponding alternative route plan based on the three-dimensional constraints of "safety-efficiency-complexity", and sort the trains according to the three-dimensional scores to generate the "Alternative Route Recommendation Table".

9. The signal equipment fault impact identification and route change recommendation system based on CTC as described in claim 8, characterized in that, Also includes: Busy line terminal; The intelligent control server is also used to execute the following step: S6, pushing the static list of affected routes, the dynamic list of affected trains, and the recommended route change table to the line map terminal, whereby the line map terminal visually marks and displays the faulty equipment, affected routes, affected trains, and recommended route changes.

10. The signal equipment fault impact identification and route change recommendation system based on CTC as described in claim 9, characterized in that, The intelligent control server pushes a static list of affected routes, a dynamic list of affected trains, and a recommended change route table to the line map terminal via MsgStringMessage.

11. The signal equipment fault impact identification and route change recommendation system based on CTC as described in claim 9, characterized in that, The intelligent control server is also used to execute the following steps: S7, obtaining the real-time status of the signal device from the signal device status database at a second preset time interval, and determining whether the faulty device has recovered to normal; if it has not recovered, then repeating steps S3 to S5; the second preset time interval is less than the first preset time interval.

12. The signal equipment fault impact identification and route change recommendation system based on CTC as described in claim 11, characterized in that, The intelligent control server is also used to: if the faulty device recovers to normal, return to step S2.

13. The signal equipment fault impact identification and route change recommendation system based on CTC as described in claim 12, characterized in that, The intelligent control server is also used to execute step S8, sending a clear mark instruction to the line map terminal so that the line map terminal clears the marks of faulty equipment, affected routes, affected trains and recommended route changes, and restores the normal display state.

14. The signal equipment fault impact identification and route change recommendation system based on CTC as described in claim 12, characterized in that, The intelligent control server is also used to execute step S9, which generates a "Fault Handling Report" and stores it in the database.

15. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, which, when executed by the processor, implements the method of any one of claims 1 to 7.

16. A readable storage medium, characterized in that, The readable storage medium stores a computer program, which, when executed by a processor, implements the method of any one of claims 1 to 7.

Images