A digital monitoring and early warning method for key rail transit equipment

Abstract

This invention belongs to the field of rail transit operation safety monitoring technology and discloses a method for monitoring and early warning of key rail transit equipment. This method utilizes train operation diagrams and interlocking configuration data to connect track sections, signals, turnouts, platform screen doors, and depot equipment into operational links according to train arrival / departure, turnaround, and depot entry / exit processes. During train or shunting operations, key equipment commands and feedback data are collected to generate link execution records. Logical verification is performed based on preset action sequences and occupancy / unlocking relationships, and link health baseline data is statistically formed. In subsequent operations, the system calculates link deviations, determines the risk level by combining the proportion of abnormal records and the number of alternative operational links, and outputs early warning information when the risk level reaches a threshold, sending parameters to the train dispatching system to adjust the selection status of relevant operational links.

Description

Technical Field

[0001] This invention belongs to the field of rail transit traffic safety monitoring technology, specifically a digital monitoring and early warning method for key rail transit equipment. Background Technology

[0002] With the increase in the scale and traffic density of urban rail transit lines, the degree of reliance on key equipment such as interlocking systems, section station detection devices, signals, switches, platform screen doors, and depot operation control systems during train operation is constantly increasing. In existing engineering practices, most lines rely on signal monitoring systems and integrated monitoring systems to centrally display the on / off status, section occupancy status, fault codes, and some action time information of the above-mentioned equipment. Fixed threshold alarms are configured for overtime occupancy, switch failure, and excessive number of platform screen door failures. On-duty personnel make manual judgments and handle these issues by combining alarm lists and monitoring screens.

[0003] On some lines, in order to strengthen safety control, the timing of the operation of some equipment is also checked within the station area. For example, the time relationship between signal opening time and related turnout locking time, and section occupancy and unlocking is checked. However, most of the related checks are limited to a single station or local section. The statistical and analytical granularity is mainly at the level of single equipment or single work point. For a complete operating route that covers train entry, exit, turnaround and entry and exit from the depot, the existing system generally lacks unified modeling of the actual train operation link and time characteristic statistics of multi-equipment combined actions. It also rarely forms an operating baseline that reflects the changes in the link's throughput capacity based on long-term operating data.

[0004] Meanwhile, the existing equipment alarm results and the train dispatching system mostly involve simple fault information transmission. The dispatching side adjusts the operation organization based more on experience and local alarm information. For trends such as the extension of section occupancy time and the increase in fluctuation of critical equipment action time that have not yet triggered equipment fault criteria but have gradually manifested in multiple operations, the existing technology lacks a mechanism for refined identification and quantitative reflection of such operational link-level capability decline and weakening of alternative path redundancy. Summary of the Invention

[0005] The purpose of this invention is to provide a digital monitoring and early warning method for key equipment in rail transit, so as to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a digital monitoring and early warning method for key rail transit equipment, applicable to rail transit networks including stations, platforms, sidings, and depots or marshalling operation areas. This method, without adding on-site sensors or relying on physical models and digital twin models of equipment, utilizes command data and feedback data generated by existing interlocking systems and related control devices to perform quantitative analysis and early warning of the operating status, taking the operating link as the monitoring object. This method improves upon the traditional approach of using a single piece of equipment as the monitoring object, which makes it difficult to reflect changes in the capacity and redundancy reduction of the operating link when entering the station, turning back, and entering / exiting the depot in a timely manner. To achieve the above objectives, this invention first uses train operation diagrams and interlocking configuration data to sort out the connection relationships between track sections, turnouts, signals, platform screen doors, and tracks in various stations, sidings, depots, or marshalling operation areas. Based on the train arrival, departure, turnaround, and depot entry and exit operations, the track sections and their corresponding key equipment that participate in the same train operation or shunting operation are connected in series according to the actual usage order to construct multiple operation links. Each operation link is assigned a unique link number for classifying and processing the subsequently collected data according to the operation link. Based on this, during each train operation or shunting operation, the sequence of key equipment in the operation link is used as a reference. Command data and feedback data related to the actions of each key equipment are collected from the interlocking system, track section occupancy detection device, platform screen door control device, and depot operation control device. Command data includes command issuance time, target equipment number, and command type. Feedback data includes feedback time, equipment action completion status, and status quantities related to the action. The command data and feedback data of each key equipment in the same operation link are associated in chronological order to generate corresponding link execution records. Each link execution record reflects the command issuance and action execution process of a complete operation link. Subsequently, based on the pre-set sequence of key equipment actions in the operation link and the time relationship between track section occupancy and unlocking, the present invention performs logical verification on the link execution record. By checking the sequence of the downstream signal opening time and the upstream turnout completing positioning and locking time, whether the occupancy duration of each track section exceeds the time limit determined by historical operation data and line operation safety parameters, the sequence of the track section unlocking time and the related signal closing time, and whether the key equipment returns action completion feedback within the specified time, it is determined whether there is a timing abnormality or occupancy abnormality in the link execution record. The link execution record that satisfies all relationship constraints is regarded as a normal record, and the link execution record that does not satisfy the relationship constraints is marked as an abnormal record, providing a classification basis for subsequent statistics and deviation calculation. Within a pre-selected statistical period, this invention performs statistical processing on the normal records of each operating link, calculating the average action duration, standard deviation of action duration, ratio of action failures to total actions of each key device in the operating link, as well as the average and fluctuation range of the time occupied by each track segment. The above statistical results are stored as link health baseline data corresponding to the operating link number. The link health baseline data is used to characterize the action rhythm and throughput of the operating link under normal working conditions, providing a reference for subsequent deviation judgment. In subsequent real-time operation, for each running link, a current link execution record is generated in the same way as above. The actual action duration of each key device in the current record is compared with the average action duration in the link health baseline data of the running link. The current track segment occupancy time is compared with the average occupancy time in the link health baseline data of the running link. At the same time, the number of times the running link is marked as an abnormal record in the most recent statistical period is counted. Thus, the corresponding action duration deviation, occupancy time deviation and abnormal record frequency are obtained. The above three types of quantities are weighted or combined according to the pre-set calculation formula to calculate the link deviation of the current running link. The link deviation quantitatively represents the overall deviation of the current running link from its own link health baseline data. Based on the link deviation, this invention combines the topology of the rail transit network and, according to the connection relationship of track sections, identifies other operating links that have the same starting track section and ending track section as the target operating link during train arrival, departure, turnaround, or entry / exit operations, and that have at least one different track section in the intermediate track sections. The number of operating links that meet the conditions is used as the number of candidate operating links for the target operating link. The link deviation and the number of candidate operating links are input together into a risk classification parameter table stored in the database. The risk level of the target operating link is determined according to the classification rules in the parameter table, so that the risk level reflects both the degree of deviation of the operating link and the alternative conditions in the network topology. When the risk level of the target operating link is greater than or equal to the preset warning level, the present invention generates corresponding warning information. The warning information includes at least the link number of the target operating link and a list of key equipment whose action duration deviation or occupation time deviation on the operating link exceeds the corresponding threshold. The warning information is sent to the train dispatch terminal or the operation and maintenance terminal. The train dispatch terminal can adjust the selection status of the operating link according to the warning information, and the operation and maintenance terminal can arrange the inspection and maintenance of relevant key equipment and operating links accordingly. Based on the data provided by the existing interlocking system and related control devices, this invention establishes a link health baseline and calculates the link deviation on a per-link basis. It also considers the impact of the number of alternative links with the same starting and ending track sections as the target link on the risk level. This invention is used for digital monitoring and early warning of key rail transit equipment and the links they constitute.

[0007] In the method of the present invention, key equipment refers to signal control equipment, track control equipment, and equipment related to passenger safety boundaries that directly participate in the operation of trains entering and leaving stations, turning around, and entering and leaving depots or marshalling yards. Preferably, key equipment includes one or more of the following types. The entry and exit signals, installed within the station to control train entry and exit, indicate whether a train can occupy adjacent track sections. Their opening and closing sequence corresponds to the process of trains occupying and releasing adjacent track sections. They play a controlling role in limiting train entry and exit from the operating link. The turnouts and their drive devices, installed between the main line and the siding or track, change the train's route. They switch the actual track sections that the train passes through and determine the combination relationship of track sections in the operating link. The positioning and locking status of the turnouts affect the availability of each track section in the operating link. Platform screen doors or safety doors, installed at the front or end of platforms to define passenger safety boundaries, have their opening and closing actions linked to the train's entry, stopping, and departure in a pre-set sequence. In the operational link, they typically correspond to the sequence of actions of the track section where the platform is located and the corresponding signal. Including the opening and closing process of the platform screen doors or safety doors in the link execution record allows for recording changes in train operation control status and platform-side safety boundary control status within the same operational link. Shunting signals, installed in depots or marshalling yards to control train and vehicle entry, exit, and shunting, along with their connected execution devices, control the opening of routes within the depot or marshalling yard, shunting routes, and the status of turnouts related to shunting operations. They constitute one of the control devices in the depot and marshalling yard operational link.

[0008] In the method of this invention, the operating links can be divided according to the train operation type. When constructing the link health baseline data and calculating the link deviation, statistics and analysis are performed separately according to different operation scenarios. Specifically, the operating links can include at least the following categories: One type of operational link is the entry and exit operational link, which involves a train entering the target station from a previous section, completing stopping and door opening / closing operations within the station, and then exiting from the next section. This operational link involves signals, switches, track sections, and platform screen door devices related to entering, stopping, and exiting the station. Another type of operational link is the turnaround operational link, where a train arrives at the same station from one direction, completes stopping and turnaround preparations within the station, and then departs from the opposite direction. This operational link includes signal control equipment and track sections for both the entry and exit directions, as well as switches and their control equipment that need to be switched during the turnaround process. There is also another type of operational link... The entry and exit operation link refers to the process by which trains or rolling stock sequentially pass through several tracks and switches within a depot or marshalling yard to complete entry, exit, or marshalling operations. This operation link mainly consists of shunting signals, tracks, and switches between tracks within the depot or marshalling yard. In the above-mentioned types of operation links, each operation link includes at least one signal, one switch, and one track section. Furthermore, the arrangement order of these devices and track sections in the operation link is consistent with the action sequence specified in the train operation organization, so that the signal opening, switch positioning, and track occupancy and unlocking time information in the link execution record can correspond to the actual train operation process.

[0009] Regarding link health baseline data, this invention defines the statistical indicators reflecting operational capacity as the link capacity baseline. The link capacity baseline includes at least the average number of trains passing through the target operating link per unit time within a predetermined statistical period, the average occupancy time of each track section of the operating link, and the average time interval between the actions of adjacent key equipment. By storing and updating the above statistics, the throughput capacity and operation rhythm of each operating link under normal operating conditions can be obtained. When, within a predetermined statistical period, the average actual operation time of a key equipment is continuously greater than the average operation time corresponding to that key equipment, and the average number of trains passing through the target operating link per unit time within the same statistical period is less than the average number of trains corresponding to the link capacity baseline, this invention considers the operating link to have a reduced capacity. When determining the risk level of the operating link, the number of alternative operating links that have a functional substitution relationship with the target operating link is introduced as a weighting factor into the risk assessment process, so that the number of alternative operating links affects the risk level calculation result.

[0010] Regarding the calculation of link deviation, this invention breaks down the link deviation into several independently calculable components. For action duration deviation, this invention uses the difference between the actual action duration of each key device in the target operating link and the average action duration in the corresponding link health baseline data as a basis, and accumulates them according to the order of the key devices in the operating link and a predetermined first weighting coefficient to obtain the action duration deviation. For occupancy time deviation, this invention uses the difference between the actual occupancy time of each track segment in the target operating link and the corresponding average occupancy time as a basis, and accumulates them according to the order of the track segments in the operating link and a predetermined second weighting coefficient to obtain the occupancy time deviation. In addition, this invention calculates the ratio of the number of times the target operating link is marked as an abnormal record in the most recent predetermined statistical period to the total number of times the target operating link is executed in the statistical period. This ratio is used as a quantitative indicator of the frequency of logical anomalies or occupancy anomalies of the operating link in the statistical period. The action duration deviation, occupancy time deviation, and abnormal record ratio are used as inputs for calculating the link deviation. The link deviation is calculated comprehensively according to a predetermined calculation formula to represent the overall degree of deviation of the current state of the operating link from its link health baseline data.

[0011] In terms of early warning linkage, after determining the risk level of the target operating link based on the link deviation and the number of alternative operating links, this invention generates early warning information containing the link number and key equipment deviation information and sends it to the train dispatching terminal and the operation and maintenance terminal when the risk level of a certain operating link is greater than or equal to the preset early warning level. At the same time, it can send control parameters to the train dispatching system to adjust the selection status of the operating link. The control parameters are used to set the operating link with a risk level greater than or equal to the early warning level to one of the following in the train dispatching system: prohibited selection status, standby selection status, or reduced priority selection status, so that the link-level monitoring and early warning results and the dispatching control process are linked at the system level.

[0012] Corresponding to the above-mentioned digital monitoring and early warning method for key rail transit equipment, this invention also proposes a digital monitoring and early warning system for key rail transit equipment. This system is deployed in the rail transit network that includes stations, platforms, sidings, and depots or marshalling operation areas. Based on the data provided by the existing interlocking system and related control devices, it realizes the construction of operation links, the collection and verification of operation data, the generation of link health baseline data, the calculation of link deviation and risk level, and the output of early warning information. The system includes functional units such as a link construction unit, a link execution record generation unit, a logic verification unit, a link health baseline generation unit, a link risk assessment unit, and an early warning output unit; The operation link construction unit is used to obtain the connection relationships between track sections, turnouts, signals, platform screen doors, and tracks in each station, siding, depot, or marshalling operation area using train operation diagrams and interlocking configuration data. Following the train arrival, departure, turnaround, and depot entry / exit operation process, the track sections and their corresponding key equipment are connected in series according to the actual usage sequence to construct the operation link and assign a unique link number to each operation link. Through this unit, the composition and identification of each operation link can be clearly defined before data processing, providing a structural basis for subsequent data classification and statistical processing. The link execution record generation unit interacts with the interlocking system, track section occupancy detection device, platform screen door control device, and depot operation control device. During each train operation or shunting operation, it collects instruction data and feedback data related to the actions of key equipment, and associates the instruction data and feedback data of each key equipment on the same operation link in chronological order to form a link execution record corresponding to the operation link number. This unit organizes the original control signals and feedback signals into operation records based on the operation link, providing a unified data format for logical verification and statistical analysis. The logic verification unit is connected to the link execution record generation unit. Based on the pre-set sequence of key equipment actions and the time relationship between track section occupation and unlocking, the logic verification unit performs logic verification on the link execution records of each operating link. The logic verification unit judges each link execution record by checking the sequence of the downstream signal opening time and the upstream turnout completing positioning and locking time, the relationship between the track section occupation duration and the time limit, the sequence of the track section unlocking time and the related signal closing time, and whether the key equipment returns action completion feedback within the specified time. Link execution records that meet the above relationships are marked as normal records, and link execution records that do not meet the above relationships are marked as abnormal records, thereby forming a logical consistency judgment result of the operating link execution process within the system. The link health baseline generation unit is connected to the logic verification unit. It is used to statistically analyze the execution records of links marked as normal records by the running link number within a predetermined statistical period. It calculates the average action duration, standard deviation of action duration, ratio of action failures to total actions of key equipment in each running link, as well as the average and fluctuation range of the time occupied by each track segment. The calculation results are then used to form link health baseline data corresponding to the running link number. Through this unit, the operating characteristic data of each running link under normal conditions are established in the system, providing a benchmark for the subsequent calculation of link deviation and risk level. The link risk assessment unit is connected to the link health baseline generation unit and the link execution record generation unit. During real-time operation, it calculates the link deviation of each operating link based on the difference between the current link execution record and the corresponding link health baseline data. Combined with the number of alternative operating links in the rail transit network topology that have a functional substitution relationship with the operating link, it determines the risk level of the operating link. The link risk assessment unit obtains the action duration deviation, the occupancy time deviation, and the abnormal record ratio according to the pre-set calculation formula. It then substitutes the above quantities and the number of alternative operating links into the risk classification parameter table to obtain the risk level corresponding to each operating link, forming a quantitative assessment result of the operating link status within the system. The early warning output unit is connected to the link risk assessment unit and is used to generate early warning information when the risk level of a certain operating link is greater than or equal to the early warning level. The early warning information is then sent to the train dispatch terminal and the operation and maintenance terminal. The early warning information includes at least the link number of the operating link and information on key equipment whose action duration deviation or occupation time deviation on the operating link exceeds a threshold. The early warning output unit can also send control parameters to the train dispatch system to adjust the selection status of the operating link. This allows the system to set a prohibited selection status, a standby selection status, or a reduced priority selection status for the corresponding operating link, so that the link risk assessment results obtained by the method of this invention establish a correspondence between the system level and the generation and adjustment of the operation plan.

[0013] Furthermore, the functional units in the digital monitoring and early warning system for key rail transit equipment can be deployed according to the system's hierarchical structure. The operation link construction unit and the link health baseline generation unit are set in the central control system. The central control system centrally stores the train operation diagram and interlocking configuration data, uniformly maintains the composition relationship and link number of each operation link, and summarizes and statistically analyzes the normal link execution records from each station and depot within a predetermined statistical period, generating and updating the corresponding link health baseline data. At least one of the link execution record generation unit and the logic verification unit is installed in the control device at the station level or depot level, so that data acquisition and logic verification are completed on the side closer to the field equipment. With this deployment method, instruction data and feedback data are directly collected from the local interlocking system, track section occupancy detection device, platform screen door control device, and depot operation control device, reducing intermediate transmission links, and completing the preliminary sorting and logic verification of the link execution record locally, and uploading the generated link execution record and its normal or abnormal mark to the central control system; The early warning output unit is connected to the train dispatching terminal via a data communication network. After the central control system completes the link risk assessment, the early warning output unit sends early warning information, including the link number of the operating link and the offset information of key equipment, to the train dispatching terminal and the operation and maintenance terminal. As needed, the early warning output unit can also send control parameters to the train dispatching system via the data communication network to adjust the selection status of the operating link. This is used to set the corresponding operating link to be prohibited from selection, reserved for selection, or selected with reduced priority in the dispatching system. Through the above deployment method, without changing the existing system layer structure, the operating link monitoring and early warning functions are respectively arranged in the central control system, the station-level control device, and the depot-level control device.

[0014] The beneficial effects of this invention are as follows: 1. This invention utilizes train operation diagrams and interlocking configuration data to connect track sections, switches, signals, platform screen doors, and related depot equipment within the network according to train arrival, departure, turnaround, and depot entry / exit operations into a running link. During each train operation or shunting operation, instruction data and feedback data are collected in the link sequence to form a link execution record. By performing logical verification of signal opening, switch locking, and section occupancy and unlocking at the link level according to time relationships, the original scattered single-device monitoring can be upgraded to a time sequence consistency check of the entire running link while maintaining the existing equipment structure and communication interface. This is beneficial for identifying combined logic anomalies that are difficult to detect by single-point alarms alone.

[0015] 2. This invention, based on logical verification of the execution records of the operational links, introduces baseline data on link health within a predetermined statistical period. It statistically analyzes the duration of critical equipment actions, track segment occupancy time, and the proportion of abnormal link execution records, storing this data by operational link number. When a link execution record is generated again in subsequent operations, the current action duration and occupancy time are compared with the corresponding baseline data to calculate the deviation in action duration, occupancy time, and the ratio of abnormal records, forming a link deviation. This deviation reflects the degree of deviation of the operational link from its normal state. By combining long-term baselines with real-time deviations targeting the operational links, this invention can detect the slow degradation of critical equipment performance and the declining throughput capacity of operational links earlier, providing a quantitative basis for operation and maintenance adjustments and capacity assessments.

[0016] 3. This invention, based on the link deviation, combines the number of alternative operating links with the same origin and destination track sections but different intermediate track sections as the target operating link. A risk grading parameter table is used to determine the risk level of the operating link. When the risk level reaches the warning level, a warning message is generated. Simultaneously, control parameters are sent to the train dispatching system to adjust the selection status of the operating link. This causes the relevant operating link to be set to a prohibited, standby, or lower-priority selection status in the dispatching system. By linking the operating link risk assessment results with the route selection strategy in the train dispatching system, without changing the existing train operation principles, the dispatching layer can prioritize the selection of lower-risk operating links with alternative conditions while maintaining safety constraints, thereby reducing the probability of high-risk links being continuously used. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating the process of constructing the runtime link and generating the runtime execution record for this invention. Figure 2 This is a flowchart illustrating the link health baseline generation and link deviation calculation process of the present invention. Figure 3 This is a flowchart of the risk level determination and early warning output of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] like Figures 1 to 3 As shown, this invention provides a digital monitoring and early warning method for key rail transit equipment, applicable to rail transit networks including stations, platforms, sidings, and depots or marshalling operation areas. The method includes: First, using the train operation diagram and interlocking configuration data, the connection relationships between track sections, turnouts, signals, platform screen doors, and tracks in each station, siding, depot, or marshalling operation area are obtained. Based on the established procedures for train arrival, departure, turnaround, and depot entry / exit operations, the track sections and their corresponding key equipment involved in the same train operation or shunting operation are connected in series according to their actual usage sequence to form an operation link. Each operation link is assigned a unique link number to identify different operation links. Secondly, during each train operation or shunting operation, the sequence of key equipment in the operation link is used as a reference. Command and feedback data related to the actions of key equipment are collected from the interlocking system, track section occupancy detection device, platform screen door control device, and depot operation control device. Command data includes the command issuance time, target equipment number, and command type. Feedback data includes the feedback time, equipment action completion status, and related status variables. The command and feedback data of each key device on the same operation link are associated in chronological order and combined to form a link execution record corresponding to that operation link number. This ensures that each link execution record reflects the command issuance and action feedback process of a complete operation link. Then, based on the pre-set sequence of key equipment actions and the time relationship between track section occupancy and unlocking in the operation link, the link execution record is logically checked. By judging whether the downstream signal opening time is earlier than the upstream turnout completing positioning and locking time, whether the occupancy duration of a certain track section is greater than the time limit determined based on historical operation data and line operation safety parameters, whether the unlocking time of a certain track section is earlier than the signal closing time related to that track section, and whether a key equipment has not returned action completion feedback within the specified time, it is determined whether there is a logical abnormality or occupancy abnormality in the link execution record. Link execution records that meet the above relationship constraints are marked as normal records, and link execution records that do not meet the above relationship constraints are marked as abnormal records. Within a predetermined statistical period, normal records of the same operational link are statistically processed. The average action duration, standard deviation of action duration, ratio of action failures to total actions of each key device in the operational link are calculated, as well as the average and fluctuation range of the occupation time of each track segment. The above statistical results are stored as link health baseline data corresponding to the operational link number. The link health baseline data is used to represent the action rhythm and track occupation characteristics of the operational link under normal operating conditions. During subsequent operation, for each running link, a current link execution record is generated in the manner described above. The actual action duration of each key device in the current record is compared with the average action duration in the link health baseline data of the running link. The current track segment occupancy time is compared with the average occupancy time in the link health baseline data of the running link. The number of times the running link is marked as an abnormal record in the most recent predetermined statistical period is counted to obtain the action duration deviation, occupancy time deviation, and abnormal record frequency. According to a pre-set calculation formula, the action duration deviation, occupancy time deviation, and abnormal record frequency are weighted or combined to calculate the link deviation of the running link, which is used to quantify the overall deviation of the current state of the running link from the link health baseline data. Based on the obtained link deviation, in the topology of the rail transit network, according to the connection relationship of track sections, other operating links that have the same starting track section and ending track section as the target operating link in train arrival, departure, turnaround, or entry / exit operations, and at least one different track section in the intermediate track sections, are identified. All operating links that meet the conditions are used as the number of candidate operating links for the target operating link. The number of candidate operating links and the link deviation are entered into the risk classification parameter table stored in the database. The risk level of the target operating link is determined according to the classification rules in the risk classification parameter table, so that the risk level reflects both the degree of link status deviation and the number of alternative operating links. When the risk level of the target operational link is greater than or equal to the warning level, a warning message is generated based on the calculated risk level. The warning message includes the link number of the target operational link and a list of key devices whose action duration deviation or occupation time deviation on that operational link is greater than the corresponding threshold. The warning message is sent to the train dispatch terminal or maintenance terminal via communication, so that train dispatchers and maintenance personnel can handle the relevant operational links and key devices based on the warning message.

[0020] In this embodiment, the key equipment includes at least one or more of the following devices: The station's entry and exit signals are used to control trains entering or leaving the station. In rail transit stations, entry signals are located at the station entrance to indicate whether a train is permitted to enter the station from the previous section; exit signals are located at the station exit to indicate whether a train is permitted to enter the next section from the station. Both entry and exit signals are controlled by an interlocking system. The interlocking system issues open or close commands to the signals, and the signals return a current status signal to the interlocking system. In this embodiment, entry and exit signals are explicitly included in the scope of key equipment, specifically including: When constructing the operation link, the entrance signal and the exit signal are used as the starting or ending devices of the operation link. The device number of the signal is written into the operation link definition table. The operation link definition table can be stored in the form of structured data. Each record includes at least the following fields: link number, sequence number, device number and device type. During data acquisition, the command data and feedback data of the entry signal and exit signal are obtained through the existing data communication interface between the interlocking system (such as the standard communication protocol used between the station interlocking and the upper-level system). The signal opening time, closing time and display status change time are stored as time fields in the link execution record. During the logical verification, the relationship between the opening time of the entry signal or exit signal and the occupancy and unlocking time of the adjacent track section is used as one of the verification conditions to determine whether the train enters or leaves the operating link under the condition that the permission conditions are met. In the above manner, the entry signal and exit signal are used as control devices for trains to obtain entry and exit permits, and also as boundary control points of the operating link to participate in the calculation of link health baseline data and link deviation. This implementation utilizes the existing instructions and status data of the interlocking system, without the need to add additional sensors to the signal body. A turnout and its drive mechanism installed between the main line and a siding or track to change the train's route. Turnouts and their drive mechanisms are used to change the train's route between the main line, siding, and track. In an interlocking system, they typically provide feedback information such as positioning, reversing, and locking status. In this embodiment, turnouts and their drive mechanisms are considered structural nodes in the operating link where route branches or merges occur, specifically including: When defining the operation link, the equipment number of each turnout is associated with the track sections connected to it before and after it, and the forward and backward track sections corresponding to each turnout are clearly defined, so that the combination relationship of track sections in the operation link can be determined by the turnout status. During data acquisition, turnout positioning commands, turnout reversal commands, turnout action completion feedback signals, and lockout status change information are obtained from the interlocking system, and the corresponding timestamps are recorded. This information is then written into the link execution record as turnout-related fields. During logic verification, the turnout locking completion time is compared with the opening time of the relevant entry or exit signal to determine whether there is a situation where the signal opening is earlier than the turnout locking completion. When generating link health baseline data, the turnout action time is used as a statistical object to calculate the average action duration and fluctuation range, providing baseline parameters for subsequent link deviation calculation. In existing technologies, turnout monitoring often involves adding vibration sensors, temperature sensors, or current detection devices to the turnout drive unit to assess the mechanical status of a single turnout. This implementation method does not rely on adding sensors to the turnout body. Instead, it incorporates the turnout into the statistical and deviation analysis at the operational link level based on the existing control commands and status feedback of the interlocking system. The relationship between the turnout action time, locking sequence, and signal opening sequence reflects the impact of the turnout action characteristics on the overall operational link. Platform screen door devices or safety door devices installed at the front or end of the platform to define the safety boundaries of passengers; Platform screen door devices or safety doors are typically arranged along the edge of the platform. They control the timing of passengers entering the train door area through opening and closing actions. The control system of this type of equipment coordinates with the train's arrival, stopping, and departure processes. It usually receives opening and closing commands through the signaling system, the station's centralized control system, or the screen door control device, and feeds back door status information, including whether the door is fully open, fully closed, or in case of a malfunction. In this embodiment, the platform screen door device or safety door device participates as a key piece of equipment in the definition and monitoring of the operational chain, specifically including: When defining the operation link, the platform screen door device or safety door device is associated with the corresponding platform track section and the corresponding entry signal and exit signal. The screen door device number and its sequential position are recorded in the operation link definition table so that the operation link includes both train operation control equipment and platform side safety boundary control equipment. During data acquisition, the opening command time, closing command time, and door status feedback time are obtained from the platform screen door control device. These time information are associated with the track occupancy and signal status time information corresponding to the train arrival, stopping, and departure processes, and written into the link execution record. When performing logic verification and calculating link health baseline data, the time parameters of the platform screen door opening and closing actions are combined with the time parameters of train stopping and departure for analysis. For example, the time interval between the completion time of the screen door closing and the opening time of the departure signal is statistically analyzed as a statistical indicator in the link health baseline data, and the deviation of this indicator is introduced into the calculation of link deviation. By including platform screen door devices or safety door devices in the scope of key equipment, this implementation method simultaneously covers train entry and exit control and platform-side safety boundary control within the same operation link. It does not require the establishment of a separate independent monitoring system for the screen doors, nor does it require the addition of additional sensor devices to the screen door body. Instead, it utilizes the existing status signals of the screen door control device to participate in link-level monitoring. Shunting signals and actuators connected to shunting signals are installed in depots or marshalling yards to control the entry and exit of trains and cars and shunting operations. Vehicle depots or marshalling yards typically have multiple tracks and connecting switches. Shunting signals control the movement of shunting locomotives or trains within the depot and marshalling yard. The actuators connected to the shunting signals may include switch drive devices for setting routes and track section detection devices for monitoring track occupancy. In this embodiment, the shunting signals and the actuators connected to them are considered as a whole as a type of key equipment, used to construct the depot entry and exit operation links in scenarios of entering, exiting, and marshalling operations. Specifically, this includes: When defining the operation link, the shunting signals, tracks and turnouts between tracks are connected in series according to the actual shunting operation process based on the layout plan of the depot or marshalling yard to form the entry and exit operation link, and a link number is assigned to each entry and exit operation link. During data acquisition, the opening and closing commands and feedback status of shunting signals are obtained from the depot operation control device, as well as the associated turnout status and track section occupancy status. These data are recorded in chronological order as the link execution record of the depot operation link. When performing logic verification and calculating the baseline data for link health, the opening and closing sequence of shunting signals, the occupancy and unlocking time of each track, and the locking time of relevant turnouts are included in the analysis to form statistical indicators that reflect the status of the internal operating links of the depot. Unlike the approach of deploying an independent shunting monitoring system only within the depot, this implementation method integrates the shunting signals and their actuators within the depot with the entry signals, exit signals, turnouts, and platform screen doors or safety doors within the mainline station area into a unified set of key equipment. It also employs a unified process for defining the operation link, generating link execution records, and processing link health baseline data to monitor the mainline operation link and the entry / exit operation link.

[0021] In one specific implementation, in order to facilitate the construction and classification of operation links and the calculation of subsequent link health baseline data and link deviation, the present invention limits the types of operation links. The operation links are divided into at least three categories according to the train operation scenario: station entry and exit operation links, turnaround operation links, and entry and exit section operation links. For each type of operation link, it is required that at least one signal, one turnout, and one track section be included in the definition, and the arrangement order of equipment and track sections in the operation link is consistent with the action order specified in the train operation organization. In this embodiment, the operation link definition is implemented in the form of a structured data table. For example, an operation link definition table is set in the system database. Each record in the operation link definition table corresponds to a device or a track section in a certain operation link. The record includes at least the following fields: link number, link type (entry / exit operation link, turnaround operation link, or entry / exit section operation link), sequence number, device or track section number, and device or track section type. The sequence number is used to indicate the order in which the device or track section appears in the operation link. Its order is determined according to the actual operation process of the train from the starting track section to the ending track section and the order of the corresponding control actions, thereby ensuring that the order of the operation link is consistent with the order of actions in the train operation organization. Inbound and outbound operation links In a typical scenario, the entry and exit operation link describes the entire process of a train entering a target station from a previous section, completing parking and platform door opening / closing operations within the station, and then departing from the next section. In this embodiment, constructing the entry and exit operation link includes the following steps: First, based on the train operation diagram and interlocking configuration data, identify the preceding and following sections of the target station, as well as the entrance signals, exit signals, turnouts at the station throat, one or more track sections where the platform is located, and the platform screen door devices or safety doors corresponding to the platform. For each specific operating route, such as preceding section → entrance signal → entrance throat turnout group → platform track section → exit throat turnout group → exit signal → following section, write the signals, turnouts, track sections, and platform screen door devices involved into the operation link definition table one by one according to the actual train operation and control actions, and assign them sequence numbers in sequence. When defining the entry and exit operation links, at least one entry signal or exit signal should be selected as a signal type device, at least one turnout from a set of turnouts should be selected as a turnout type device, and the track section corresponding to the platform or throat position should be selected as a track section type device. This ensures that each entry and exit operation link meets the requirement of including at least one signal, one turnout, and one track section. In this way, the entry and exit operation links cover the signal and turnout control during the train's entry and exit process, as well as the temporal sequence of actions such as the train stopping at the platform and the opening and closing of the platform screen doors. Turnaround Operation Link The turnaround operation link is used to describe the entire process of a train arriving in one direction within the same station, completing turnaround preparations within the station, and then departing from the opposite direction. In this embodiment, the turnaround operation link typically involves two directions of entry and exit signals, at least one set of turnaround switches, and track sections related to the platform. For example, in a station that uses scissor switches to achieve turnaround, the train can complete the turnaround operation in the following order: previous section → entry signal → entry throat switch → platform track section → turnaround switch → opposite direction platform track section → exit throat switch → exit signal → next section. When constructing the turnaround operation link, the system determines the entry signal, exit signal, turnaround turnout, and related track sections involved in the turnaround based on the turnaround operation process recorded in the train operation diagram. The system writes the above equipment and track sections into multiple records in the operation link definition table according to the actual train running direction. All records have the same link number. Each turnaround operation link is also required to include at least one signal (e.g., the exit signal in the turnaround direction), one turnaround turnout, and one track section at the platform or throat position. The sequence number field ensures that the arrangement order in the operation link is consistent with the order in which the train passes through each equipment and track section in the turnaround operation. In this way, the turnaround operation link represents the entry section, station stop, turnaround turnout turnout operation, and exit section in a single link, providing a structural basis for subsequent link health baseline data statistics and link deviation calculation for turnaround operation scenarios. Inbound and outbound operation links The depot entry / exit operation link describes the entire process of a train or rolling stock sequentially passing through several tracks and switches within a depot or marshalling yard to complete entry, exit, or marshalling operations. In this embodiment, the construction of the depot entry / exit operation link is based on the layout plan of the depot or marshalling yard and the shunting operation process, and includes the following steps: First, based on the track layout and control information of the depot or marshalling yard, determine the shunting signals, tracks, and turnouts used in entering, leaving, or marshalling operations, as well as the mainline track sections connecting to the depot entrances and exits. Then, based on the actual shunting operation process, write the signals, turnouts, and track sections involved in the sequence of mainline or receiving / departure track → shunting signal → turnout group at the depot throat → internal track → other turnouts → target track or depot location into the operation link definition table in chronological order. Create a record for each piece of equipment or track section and assign a corresponding sequence number. For the exit or marshalling link, construct the operation link according to the process of the vehicle departing from the depot location, passing through multiple turnouts and tracks to the shunting signal, and then entering the mainline. When defining each entry and exit depot operation link, at least one shunting signal is selected as a signal type device, at least one turnout from a set of depot turnouts is selected as a turnout type device, and the track section corresponding to the depot throat or internal track is selected as a track section type device, so that each entry and exit depot operation link also meets the structural requirement of including at least one signal, one turnout and one track section. Through the above definition, the entry and exit depot operation link reflects the control sequence and track structure of shunting operations within the depot. Differences between runtime link type classification and existing solutions In existing technologies, the monitoring of rail transit operation status is often designed separately for mainline section operation, station entry and exit processes, or depot shunting processes. Different data processing models and monitoring object classification methods are used for different scenarios. This implementation method introduces three types of operation links in the same system: station entry and exit operation links, turnaround operation links, and depot entry and exit operation links. The operation link definition table uniformly adopts fields such as link number, link type, sequence number, and equipment or track section number, which abstracts the operation process of mainline stations, turnaround stations, and depot operations into a unified operation link structure. Each operation link is required to include at least one signal, one turnout, and one track section when defined, and the arrangement order of equipment and track sections is required to be consistent with the action order in train operation organization. This allows subsequent link execution record generation, logic verification, link health baseline data statistics, and link deviation calculation to be performed on the same data structure. Those skilled in the art can establish an operation link definition table based on existing train operation diagrams, interlocking configuration data, and depot operation organization information, following the steps described in this embodiment, and on this basis, realize digital monitoring and early warning of different types of operation links.

[0022] In one specific implementation, the link health baseline data includes a link capacity baseline for characterizing the throughput capacity of the operating link. The link capacity baseline is obtained by statistical analysis of the link execution records and includes at least the average number of trains passing through the target operating link per unit time within a predetermined statistical period, the average occupancy time of each track section of the operating link, and the average time interval between actions of adjacent critical equipment. Statistical objects and data sources for link capacity baseline In this embodiment, the statistical object of the link capacity baseline is the operating links that have been divided according to the aforementioned method. For each operating link, the system selects the link execution records marked as normal records from the link execution records as statistical samples. The link execution records include at least: The link number of the running link; The action command time and action completion feedback time of the key equipment involved in this operation link; The start and end times of occupation for each track segment in this operational link; The above data comes from the existing interfaces of the interlocking system, track section occupancy detection device, platform screen door control device, and depot operation control device. The system does not modify the structure of the field equipment, but only performs statistical processing based on the timestamps and status quantities output by these devices. Determination of the planned statistical period and unit of time In this embodiment, the predetermined statistical period is configured by the operation and management personnel according to the characteristics of the line operation. It can be set to one day and night or several consecutive days and nights. During the statistical process, the system divides the predetermined statistical period into multiple unit time periods of the same length, such as every ten minutes, every thirty minutes or every hour. The specific length of the unit time is uniformly configured by the system parameters. Within each unit time period, the system counts the number of trains passing through the target operating link based on the start or end time of the train's operation on the target operating link recorded in the link execution record, and records them according to the unit time period number. In this way, a data sequence of the number of trains passing through the operating link corresponding to several unit time periods can be obtained within a predetermined statistical period. Calculation methods for various indicators of link capacity baseline Average number of trains passing through the target operating link per unit time For a specific target operating link, the system sums up the number of trains passing through the operating link in each unit time period within a predetermined statistical period, and divides it by the number in each unit time period to obtain the average number of trains passing through the target operating link per unit time. This indicator is used to characterize the average throughput capacity of the operating link under normal conditions. Average occupancy time of each track section For each track segment in a target operation link, the system extracts the start time and end time of occupation of the track segment from the normal records of the operation link within a predetermined statistical period, calculates the occupation duration, and averages the occupation duration in all normal records to obtain the average occupation time of the track segment. The above calculation is performed on each track segment in the same operation link to form a set of average occupation times of track segments of the operation link, which is used to describe the typical occupation level of each track segment of the operation link under normal conditions. Average time interval between adjacent critical equipment actions For a pair of adjacent key equipment in a certain target operation link, such as the time interval between the opening of the entrance signal and the start of occupancy of the track section ahead, or the time interval between the completion of the closing of the platform screen door and the opening of the exit signal, the system extracts the action time of the preceding equipment and the action time of the following equipment from the normal records within a predetermined statistical period, calculates the time interval between the two, and averages the time intervals of multiple records to obtain the average time interval between the equipment. By statistically analyzing the average time intervals of each key equipment in the operation link, a time interval baseline data reflecting the action rhythm of the operation link is formed. After the above three types of data are statistically analyzed, they are written into the link health baseline data table with the link number as the index, as part of the link capacity baseline of the operating link. The link health baseline data table can be set as a table in the database. Each record includes at least the operating link number, the average number of trains per unit time, the average occupancy time of each track section, and the average time interval of each key equipment pair. Coordination between link capacity baseline and risk level calculation In another implementation, when calculating the risk level of the target operational link, the system considers not only the link deviation but also the changes in the link capacity baseline and the number of alternative operational links that have a functional substitution relationship with the target operational link. Specifically, the system includes the following steps: Compare the duration of critical equipment actions with the baseline data of link health. For a specific target operation link, within the most recent predetermined statistical period, the system counts the actual action time of each critical device in the operation link from the link execution record, and calculates the average action time of the critical device within the statistical period. The system compares the average action time with the average action time of the critical device in the link health baseline data. When the average actual action time is greater than the baseline average action time for multiple statistical periods, the system considers that the action time of the critical device has an increasing trend relative to the normal state. Compare the average number of trains per unit time with the average number of trains in the link capacity baseline. Within the same predetermined statistical period, the system calculates the average number of trains passing through the target operating link per unit time and compares it with the average number of trains passing through the operating link per unit time in the link capacity baseline. When the actual average number of trains passing through the link per unit time is less than the average number of trains in the link capacity baseline, it indicates that the actual throughput capacity of the operating link is lower than its normal throughput capacity within the statistical period. The system assesses performance degradation and incorporates the number of alternative operational links as a weighting factor. When the following conditions are met simultaneously within a predetermined statistical period: The average actual operating time of a certain critical device is greater than the average operating time in the corresponding link health baseline data of the critical device. The average number of trains that can pass through the target operating link per unit time is less than the average number of trains in the capacity baseline of that operating link. The system determines that the target operating link is in a state of capacity degradation. Based on the determination result, the system, according to the aforementioned method, identifies other operating links in the rail transit network topology that have the same starting track segment and ending track segment as the target operating link and at least one different track segment in the intermediate track segment. The number of these operating links is determined as the number of alternative operating links for the target operating link. When calculating the risk level, the system uses both the link deviation and the number of alternative operating links as input parameters to access the risk grading parameter table. The risk grading parameter table is pre-configured by the operator according to the characteristics of the line. The table maps the range of link deviation values ​​and the interval of the number of alternative operating links to different risk levels. For example, when the link deviation is in the same range, a smaller number of alternative operating links corresponds to a higher risk level, and a larger number of alternative operating links corresponds to a lower risk level. By setting different combination intervals and corresponding risk levels in the risk grading parameter table, the system quantifies the degree of link status deviation and considers the functional substitution conditions of the operating link in the network topology. This implementation takes the operational link as the evaluation object. The link capacity baseline reflects the throughput capacity of the operational link under normal conditions, and the link deviation reflects the degree of deviation of the current state from the normal state. When there is a decrease in capacity, the number of alternative operational links is introduced as a weighting factor to adjust the risk level. Those skilled in the art can calculate and store the link capacity baseline in the system based on existing link execution records and network topology data, and combine the link capacity baseline with the number of alternative operational links in the risk level calculation to determine the risk level of the target operational link.

[0023] In one specific implementation, in order to quantify the deviation between the current state of the target running link and the link health baseline data, the system breaks down the link deviation into multiple independently calculable components, and then integrates them using a pre-set calculation formula. The link deviation includes at least three parts: action duration deviation, occupied time deviation, and abnormal record ratio. Composition and calculation of action duration deviation In this embodiment, the action duration deviation is used to reflect the overall deviation of the action time of each key device in the target operation link from the average action duration in the link health baseline data. For a certain target operation link, within the most recent predetermined statistical period, the system obtains the actual action duration of each key device in the operation link based on the link execution record. Specifically, for each key device, the system reads the action instruction time and action completion feedback time of the device from the link execution record, calculates the difference between the two to obtain the action duration of a single execution, and averages the action duration of multiple executions within the predetermined statistical period to obtain the actual average action duration of the key device within the statistical period. Subsequently, the system reads the average action time of the same critical device under normal conditions from the link health baseline data. For each critical device, the difference between the actual average action time and the baseline average action time is calculated to obtain the action time difference value of the critical device. For devices with multiple working modes, baselines can be established separately according to the type of operating link. When calculating, the system selects the corresponding baseline data according to the type of operating link. After obtaining the difference in action duration of each key device in the target operation link, the system performs a weighted summation of the differences according to the order of the key devices in the operation link. To this end, the system pre-configures a first weight coefficient for each type of key device. The first weight coefficient is configured by the operating unit and stored in the parameter table according to the importance of the device in the operation link and its impact on operational safety. For example, signals and turnouts related to route protection can be configured with larger weight coefficients, while auxiliary devices with less impact on the operation rhythm can be configured with smaller weight coefficients. When calculating the deviation in action duration, the system multiplies the difference in action duration of each key device by the corresponding first weight coefficient and accumulates them according to the order of the devices to obtain the deviation in action duration of the target operation link. Composition and calculation of time deviation In this embodiment, the occupancy time deviation is used to reflect the overall deviation of the occupancy time of each track segment in the target operation link from the average occupancy time in the link health baseline data. For a certain target operation link, within the most recent predetermined statistical period, the system obtains the actual occupancy time of each track segment in the operation link from the link execution record. Specifically, for each track segment, the system reads the occupancy start time and occupancy end time, calculates the difference between the two as the occupancy duration of this execution, and averages the multiple occupancy durations within the statistical period to obtain the actual average occupancy time of the track segment within the statistical period. Subsequently, the system reads the average occupancy time of the same track segment under normal conditions from the link health baseline data. For each track segment, the difference between the actual average occupancy time and the baseline average occupancy time is calculated to obtain the occupancy time difference value of that track segment. After obtaining the time difference of each track segment in the target operation link, the system performs a weighted summation of the differences according to the order of the track segments in the operation link. For this purpose, the system pre-configures a second weight coefficient for each type of track segment. The second weight coefficient is configured by the operating unit and stored in the parameter table according to the location of the track segment (such as throat section, intermediate section, platform section) and the degree of influence of the segment on the overall throughput capacity. When calculating the time deviation, the system multiplies the time difference of each track segment by the corresponding second weight coefficient and accumulates them according to the order of the track segments to obtain the time deviation of the target operation link. Composition and Calculation of Abnormal Record Ratio In this embodiment, the abnormal record ratio is used to reflect the frequency of logical abnormalities or occupancy abnormalities occurring in the target operation link within the most recent predetermined statistical period. For a specific target operation link, within the most recent predetermined statistical period, the system counts the number of times the operation link is marked as an abnormal record and the total number of times the operation link is executed within the statistical period. Abnormal records are link execution records marked as abnormal in the aforementioned logic verification steps due to conditions such as signal timing relationship not meeting requirements, occupation duration exceeding the time limit, unlocking timing abnormality, or key equipment failing to return action completion feedback within the specified time. The system divides the number of abnormal records by the total number of executions to obtain the abnormal record ratio within the statistical period. The ratio ranges from 0 to 1 and is used to represent the proportion of abnormal occurrences of the target operation link within the statistical period. The abnormal record ratio is a dimensionless indicator that does not depend on a specific time unit or a specific device type. It can be combined with the action duration deviation and the occupied time deviation for comprehensive calculation of link deviation. Comprehensive calculation of link deviation In this implementation, the link deviation is calculated by combining the deviation of action duration, the deviation of occupied time, and the ratio of abnormal records according to a pre-set formula. The calculation formula can be in the form of a linear combination or in the form of a segmented weighted sum. The specific form is configured by the operator according to the characteristics of the line operation and stored in the risk classification parameter table or a separate parameter configuration table. In one alternative approach, the link deviation can be expressed in a linearly weighted form as follows: the link deviation equals the sum of the action duration deviation, the occupancy time deviation, and the ratio of abnormal records multiplied by their respective deviation weight coefficients. The deviation weight coefficients are configured by the operating unit during system deployment based on operational security requirements. For application scenarios that need to emphasize the impact of the abnormal record ratio, a larger deviation weight coefficient can be configured for the abnormal record ratio; for application scenarios that focus more on changes in throughput capacity, a larger deviation weight coefficient can be configured for the occupancy time deviation. The action duration deviation, occupancy time deviation, and the abnormal record ratio are all used as inputs for calculating the link deviation, and the system combines them according to the configured calculation formula. Through the above-described structure and calculation process, the system incorporates the deviations in the action time of critical equipment, the deviations in track occupancy time, and the frequency of abnormal records into the calculation of link deviation at the operational link level. It also distinguishes the degree of influence of different critical equipment and different track sections through the first and second weighting coefficients. Based on existing link execution records, link health baseline data, and parameter configuration tables, those skilled in the art can calculate the deviation of action duration, deviation of occupancy time, and ratio of abnormal records on the basis of existing signal systems and data platforms, and obtain the link deviation for subsequent risk level assessment.

[0024] In one specific implementation, when the risk level of a target operating link is obtained based on the link deviation and risk classification parameter table and an early warning information is generated, the system can also interact with the train dispatching system to adjust the selection status of the operating link in the train dispatching system, so that the operating link risk assessment result and the train dispatching strategy are established in correspondence. In this embodiment, while generating early warning information, the early warning output unit generates control parameters for adjusting the selection status of the operating link based on the relationship between the risk level of the target operating link and the early warning level. To this end, the system pre-sets the mapping rules between the early warning level and the link status in the parameter configuration table. The parameter configuration table includes at least the following fields: the link risk level range, the corresponding target operating link selection status type (one of prohibited selection status, standby selection status, or reduced priority selection status), and the effective range of the control parameters. The operating unit can configure the correspondence between different risk levels and different selection statuses according to the actual situation of the line. For a certain target operation link, when its risk level is greater than or equal to the warning level, the warning output unit looks up the corresponding selected state type in the parameter configuration table according to the risk level, and constructs control parameters accordingly. The control parameters include at least the operation link number, the target selected state type, and the parameter effective time. The operation link number is used to identify the operation link whose selected state needs to be adjusted. The target selected state type is used to indicate the selection strategy that the train dispatching system should adopt for the operation link. The parameter effective time is used to limit the effective time or effective period of the control parameters in the train dispatching system. After the control parameters are constructed, the early warning output unit sends the control parameters to the train dispatching system through the existing data communication network. The data communication network can be the existing dedicated communication network or Ethernet link between the dispatching centralized system and each business subsystem. This implementation does not limit the specific communication protocol, but only requires that a parameter interaction interface be configured between the early warning output unit and the train dispatching system during the system design so that the control parameters can be transmitted between the two. After receiving the control parameters, the train dispatching system updates the link selection status table used to generate the operation diagram and select the operation route according to the operation link number and target selection status type. In one specific implementation, the train dispatching system maintains an internal operation link selection status table. Each record in the operation link selection status table includes at least the operation link number, the current selection status, and a status flag associated with the train schedule generation or route selection logic. The selection status can include normal selection status, prohibited selection status, standby selection status, and reduced priority selection status. When an operation link is in the prohibited selection status, the train dispatching system will no longer consider that operation link as an optional link when generating a train schedule or performing real-time route selection. When an operation link is in the standby selection status, the train dispatching system will only consider that operation link as a standby link when other operation links that meet the origin and destination conditions are unavailable. When an operation link is in the reduced priority selection status, the train dispatching system will set the priority of that operation link to be lower than that of the operation link in the normal selection status when selecting among multiple optional operation links. In the above manner, when the risk level of the target operation link reaches or exceeds the warning level, the system sends warning information containing the link number and key equipment offset information to the train dispatch terminal and the operation and maintenance terminal on the one hand, and sends control parameters to the train dispatch system to adjust the selection status of the operation link on the other hand, so that the risk assessment results of the operation link are reflected in the train dispatch system in the form of parameters in the process of operation diagram generation and route selection. In existing technologies, the common practice is to only issue alarm prompts to dispatchers when equipment or operational abnormalities are detected, without linking the operational link risk assessment results with the operational link selection status at the parameter level. In this embodiment, when the link risk level reaches the warning level, the operational link is explicitly set to a prohibited selection status, a standby selection status, or a reduced priority selection status in the train dispatching system through control parameters, thus binding the link risk assessment results with the operational link selection status. Those skilled in the art can add an operational link selection status table and a control parameter receiving interface to the existing train dispatching system and implement automatic adjustment of the operational link selection status according to the above steps.

[0025] In one specific implementation, the digital monitoring and early warning system for key rail transit equipment is deployed in the rail transit network, which includes stations, platforms, sidings, and depots or marshalling operation areas. It is used to execute the various processing steps described in the aforementioned method embodiments. The system can adopt a distributed architecture consisting of a central server and station-side and depot-side front-end units. It consists of a data acquisition and access layer, a business processing layer, and a result display and interaction layer. The operation link construction unit, link execution record generation unit, logic verification unit, link health baseline generation unit, link risk assessment unit, and early warning output unit are deployed in the business processing layer according to their logical functions and interact with data through an internal data bus. Runtime Link Building Unit In this embodiment, the operation link construction unit is configured on the central server and is used to construct the operation link based on the train operation diagram and interlocking configuration data of the line. The operation link construction unit may include: The topology parsing module is used to parse the line topology of stations, sections, depots or marshalling yards from the train operation diagram, and extract the connection relationships between track sections, turnouts, signals, platform screen doors or safety doors, and depot tracks. The configuration data reading module is used to read the device number, device type, and logical relationships between devices from the interlocking configuration data; The link generation module is used to connect the track sections and corresponding key equipment involved in the same train operation or the same shunting operation in sequence according to the actual usage order, based on the train arrival, departure, turnaround and entry / exit operation process, to generate operation links, and assign a link number to each operation link. The link definition storage module is used to write the generated running link definitions into the running link definition table in the database. Each record in the running link definition table includes at least the link number, link type, sequence number, device or track segment number, and device or track segment type. Through the above structure, the operation link construction unit transforms the information originally scattered in the train operation diagram and interlocking configuration file into structured data with the operation link as the granularity, providing a foundation for link execution record generation, logic verification and link health baseline data calculation; Link Execution Record Generation Unit The link execution record generation unit is used to collect data related to the actions of key equipment and generate link execution records during each train operation or shunting operation. This unit can be deployed on a central server or a front-end unit on the station or depot side, and includes: The interface adapter module is used to collect instruction data and feedback data from the interlocking system, track section occupancy detection device, platform screen door control device and depot operation control device through the existing communication interface. The instruction data includes at least the instruction issuance time, target equipment number and instruction type, and the feedback data includes at least the feedback time, equipment action completion status and status quantities related to the action. The operation link matching module is used to associate the equipment actions with the corresponding operation link and specific execution sequence based on the collected target equipment number and train operation identifier, and to determine the operation link number corresponding to each train operation or shunting operation. The record generation module is used to associate the instruction data and feedback data of each key device on the same operation link in chronological order, generate the link execution record corresponding to the operation link number, and store the link execution record in the link execution record library; The link execution record generation unit does not change the control logic of the field equipment. It can complete data acquisition and record generation based on the data interface exposed by the existing system. Those skilled in the art can implement it on the basis of the existing signal system and integrated monitoring platform. Logic verification unit The logic verification unit is used to verify the link execution record based on the sequence of actions of key equipment in the operation link and the time relationship between track section occupancy and unlocking. The logic verification unit may include: The rule configuration module is used to configure the rules for the sequence of actions of key equipment and the rules for the relationship between the occupation and unlocking time of track sections according to the safety requirements of line operation. For example, the opening time of the downstream signal shall not be earlier than the time when the upstream turnout completes positioning and locking, the duration of track section occupation shall not exceed the time limit, and the unlocking time of the track section shall not be earlier than the closing time of the relevant signal. The verification execution module is used to perform rule checks on each link execution record and determine whether the link execution record meets the configured timing relationship based on the check results. The record marking module is used to mark link execution records that satisfy the above relationship as normal records, and to mark link execution records that do not satisfy the above relationship as abnormal records, and write the marking results into the status field of the corresponding record in the link execution record library; Through the logic verification unit, the system performs consistency checks on the timing of key equipment actions and track segment occupancy at the operational link level, rather than making independent status judgments on a single device or a single track segment. Link Health Baseline Generation Unit The link health baseline generation unit is used to perform statistical analysis on the normal records of each operating link within a predetermined statistical period to generate link health baseline data corresponding to each operating link number. This unit may include: The sample selection module is used to filter the execution records of links that are marked as normal records within a predetermined statistical period by the running link number; The indicator calculation module is used to calculate the average action time of key equipment, the standard deviation of action time, the ratio of the number of action failures to the total number of actions, the average and fluctuation range of the time occupied by each track section, and the average number of trains passing through the operation link per unit time for each operation link sample record. The baseline storage module is used to write the above indicators into the link health baseline data table, using the running link number as an index; The various indicators output by the link health baseline generation unit are used to characterize the time characteristics and throughput capacity of the operating link under normal conditions, providing a benchmark for subsequent link deviation calculation; Link Risk Assessment Unit The link risk assessment unit is used to calculate the link deviation of each operating link during real-time operation based on the comparison results between the current link execution record and the corresponding link health baseline data, and to determine the risk level of the operating link by combining the number of alternative operating links that have a functional substitution relationship with the operating link. This unit may include: The deviation calculation module is used to calculate the deviation of action duration and the deviation of occupation time according to preset weights based on the difference between the actual action duration of key equipment and the baseline average action duration, the difference between the actual occupation time of track section and the baseline average occupation time, and the ratio of abnormal records during the current statistical period, and combine them with the ratio of abnormal records to form the link deviation. The alternative link identification module is used to identify, according to the connection relationship of track segments in the rail transit network topology, the operating links that have the same starting track segment and ending track segment as the target operating link and at least one different track segment in the intermediate track segments, and count their number as the number of alternative operating links; The risk level determination module is used to access the risk classification parameter table by taking the link deviation and the number of alternative operating links as input parameters, obtain the corresponding risk level according to the preset parameter combination range, and write the risk level into the operating link status table. By comprehensively considering the degree of state deviation and alternative operating conditions at the operational link level, the risk level generated by the link risk assessment unit reflects both the current operating status and the degree to which the operational link is replaceable in the network. Early warning output unit The early warning output unit is used to generate early warning information and send it to the train dispatch terminal or maintenance terminal when the risk level of the operating link is greater than or equal to the early warning level. The early warning output unit may include: The early warning triggering module is used to compare the risk level of each operational link with the early warning level, and triggers the generation of an early warning when the risk level reaches or exceeds the early warning level; The early warning information assembly module is used to generate early warning information that includes the operating link number, risk level, link deviation amount, and a list of key deviation devices; The information sending module is used to send early warning information to the train dispatching terminal or operation and maintenance terminal through the data communication network, and optionally send control parameters to the train dispatching system to adjust the selected status of the operating link; Through the cooperation of the above-mentioned units, the digital monitoring and early warning system for key rail transit equipment in this embodiment realizes the construction of operation links, generation of link execution records, logical verification, generation of link health baselines, link risk assessment and early warning output under a unified data structure and computing framework. Those skilled in the art can implement the functions of the above-mentioned units by introducing corresponding software modules and database table structures based on existing interlocking systems, train dispatching systems and integrated monitoring platforms.

[0026] In one specific implementation, the digital monitoring and early warning system for key rail transit equipment adopts a layered deployment structure. The centralized computing functions related to the construction of the operation link are arranged in the central control system, while the functions related to interaction with field equipment and logical verification are arranged in the control devices at the station level or depot level. The early warning output unit is connected to the train dispatching terminal through a data communication network to achieve the coordination of central statistical analysis and field real-time monitoring. Deployment and function of the central control system side unit In this embodiment, the operation link construction unit and the link health baseline generation unit are set in the central control system. The central control system can be a server cluster in the line control center, operation control center or signal centralized monitoring center, which has the ability to uniformly access the train operation diagram, interlocking configuration data and historical link execution records of the entire line. When the operation link construction unit runs in the central control system, it accesses the centrally stored train operation diagram and interlocking configuration data to complete the parsing, generation and maintenance of operation links throughout the entire line, forming a unified operation link definition table. By centrally constructing operation links on the central side, it avoids repeatedly configuring the same link definition rules in various stations or depots, which helps to maintain the consistency of the operation link structure. The link health baseline generation unit centrally statistically analyzes the link execution records from various stations and depots in the central control system, generates link health baseline data according to the running link number, and stores it in the central database. The link health baseline data needs to be summarized and analyzed within a predetermined statistical period. Deploying this unit in the central control system can utilize the computing and storage resources on the central side, making it convenient to uniformly update and maintain baseline data across the network. With the above arrangement, the two units on the central control system side are mainly responsible for the whole network modeling and long-term statistics of the operation link, and do not directly participate in the control of field equipment. They only interact with the lower-level control devices and the upper-level business system through the data interface. Deployment method of control device side units at station level or depot level In this embodiment, at least one of the link execution record generation unit and the logic verification unit is set in the control device at the station level or the depot level. The station level control device can be the host computer of the station computer interlocking system, the signal centralized monitoring terminal, or the station integrated monitoring system server; the depot level control device can be the depot operation control system server or a dedicated industrial computer. In one implementation, the link execution record generation unit is located in the station-level or depot-level control device, and the logic verification unit is located in the central control system. The station-level or depot-level control device collects instruction data and feedback data locally from the interlocking system, track section occupancy detection device, platform screen door control device, and depot operation control device to generate preliminary link execution records. These records are then transmitted to the central control system via a data communication network. The central logic verification unit performs logic verification and record marking. In this deployment, the field side is responsible for data acquisition and link-level record generation, while the logic rules are uniformly maintained at the central side. In another embodiment, the link execution record generation unit and the logic verification unit are simultaneously located in the control device at the station level or depot level. Based on the collection of key equipment action command data and feedback data, the field control device generates and performs local logic verification of the link execution record according to the operation link definition and logic verification rules issued in advance from the central control system. Normal records and abnormal records are marked on-site. Only the marked link execution records and statistical summary results are periodically uploaded to the central control system. Under this deployment method, abnormal records can be identified on-site at the station level or depot level, reducing the amount of raw data transmitted in the network and shortening the time from on-site abnormality to the generation of logic verification results. In any of the above deployment methods, the data processing content and logic performed by the link execution record generation unit and the logic verification unit are consistent with the corresponding steps in the aforementioned method embodiments, except that the calculation location is divided between the center and the field. Those skilled in the art can choose one or combine the above two deployment methods according to the line scale, communication network conditions and existing system architecture. Network connection between the early warning output unit and the train dispatching terminal In this embodiment, the early warning output unit is connected to the train dispatching terminal through a data communication network. The early warning output unit can be deployed in the central control system or as an independent service running in the same data center as the train dispatching system. The data communication network can be the existing dedicated data network of the operation control center or the Ethernet communication platform shared with the train dispatching system and the integrated monitoring system. The early warning output unit sends early warning information to the train dispatching terminal via a data communication network. The early warning information includes at least the operating link number, risk level, link deviation, and a list of key deviation equipment. The train dispatching terminal receives and displays the early warning information for dispatchers to refer to when adjusting the train schedule, changing routes, or restricting the use of relevant operating links. The early warning output unit can also send control parameters to the train dispatching system via the same data communication network to adjust the operating link selection status, so that the risk assessment results are reflected in the train schedule generation and route selection process in the dispatching system in the form of parameters. Differences between layered deployment and existing systems In existing technologies, rail transit monitoring systems typically either centrally deploy monitoring and analysis functions at the central side, with data being reported unilaterally by the field system, or deploy local monitoring logic at each station and depot, analyzing only the status of local equipment and lacking unified modeling of the operation link and cross-site statistical baselines. This implementation centrally deploys the operation link construction unit and the link health baseline generation unit in the central control system to perform unified modeling and baseline statistics on the operation link. At the same time, at least one of the link execution record generation unit and the logic verification unit is deployed in the station-level or depot-level control device to complete the data acquisition and logic verification processing related to the field equipment on-site. The early warning output unit is connected to the train dispatching terminal through the data communication network, so that the operation link risk assessment results are directly transmitted to the dispatching layer. This layered deployment method takes into account both unified modeling of the entire network and real-time on-site processing in terms of system structure. It is beneficial to superimpose the operation link-level monitoring and early warning function onto the existing signaling system and dispatching system without changing the hardware structure of the field equipment.

[0027] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 process, method, article, or apparatus.

[0028] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A digital monitoring and early warning method for key rail transit equipment, applied to rail transit networks including stations, platforms, sidings, and depots or marshalling operation areas, characterized in that... The method includes: Using train operation diagrams and interlocking configuration data, the connection relationships between track sections, turnouts, signals, platform screen doors, and tracks in each station, siding, depot, or marshalling operation area are obtained. Based on the train arrival, departure, turnaround, and depot entry and exit operation procedures, the track sections and corresponding key equipment that participate in the same train operation or the same shunting operation are connected in series according to the actual usage order to form an operation link, and a link number is assigned to each operation link. During each train operation or shunting operation, with reference to the sequence of key equipment in the operation link, instruction data and feedback data related to the actions of key equipment are collected from the interlocking system, track section occupancy detection device, platform screen door control device, and depot operation control device. The instruction data includes at least the instruction issuance time, target equipment number, and instruction type. The feedback data includes at least the feedback time, equipment action completion status, and status quantities related to the action. The instruction data and feedback data of each key equipment on the same operation link are combined in chronological order to form the link execution record corresponding to that operation link. Based on the pre-set sequence of actions of key equipment in the operation link and the time relationship between track section occupation and unlocking, the link execution record is logically checked. When it is detected that the downstream signal opening time is earlier than the upstream turnout completing positioning and locking time, the occupation duration of a certain track section is greater than the time limit determined according to historical operation data and line operation safety parameters, the unlocking time of a certain track section is earlier than the signal closing time related to that track section, or a key equipment fails to return feedback on the completion of action within a specified time, the link execution record is marked as an abnormal record; otherwise, it is marked as a normal record. Within a predetermined statistical period, normal records of the same operational link are statistically analyzed to obtain statistical parameters of the operation duration of each key device and the occupancy time of each track segment in the operational link, and the statistical parameters are stored as link health baseline data corresponding to the operational link number. During subsequent operation, for each running link, a current link execution record is generated. The actual action duration of each key device in the current record is compared with the average action duration in the corresponding link health baseline data. The current track segment occupancy time is compared with the corresponding average occupancy time. The number of times the running link is marked as an abnormal record in the most recent predetermined statistical period is counted. Based on the preset calculation relationship, the action duration deviation, occupancy time deviation, and the ratio of the number of abnormal records to the total number of executions in the statistical period are comprehensively calculated as the link deviation of the running link. In the topology of the rail transit network, based on the connection relationship of track sections, the operating links that have the same starting track section and ending track section as the target operating link during train arrival, departure, turnaround, or entry / exit operations, and at least one track section in the intermediate track sections are different, are identified. The number of operating links that meet the conditions is taken as the number of candidate operating links for the target operating link. The link deviation and the number of candidate operating links are input into the risk classification parameter table stored in the database to determine the risk level of the target operating link. When the risk level of the target operating link is greater than or equal to the warning level, a warning message is generated. The warning message includes the link number of the target operating link and a list of key devices whose action duration deviation or occupation time deviation on the operating link is greater than the corresponding threshold. The warning message is then sent to the train dispatch terminal or the operation and maintenance terminal.

2. The digital monitoring and early warning method for key rail transit equipment according to claim 1, characterized in that: The key equipment includes at least one or more of the following: The entry signal and exit signal are installed in the station to control the entry or exit of trains; Turnouts and their drive mechanisms are installed between the main line and the siding or track to change the train's route. Platform screen door devices or safety door devices installed at the front or end of the platform to define the safety boundaries of passengers; And shunting signals installed in depots or marshalling yards to control trains and cars entering and leaving the depot and shunting, as well as the actuators connected to the shunting signals.

3. The digital monitoring and early warning method for key rail transit equipment according to claim 2, characterized in that: The operational link includes at least one of the following types: This is a train entry and exit operation link used for trains to enter a station from the previous section, complete parking and door opening and closing operations within the station, and exit from the next section. Used for turnaround links where trains arrive at the same station from one direction, turn back, and then depart from the opposite direction; And the depot operation link used by trains to sequentially pass through several tracks and turnouts within the depot or marshalling yard to complete entry, exit, or marshalling operations. Each operating link includes at least one signal, one turnout, and one track section, and the order of these devices and track sections in the operating link is consistent with the order of actions specified in the train operation organization.

4. The digital monitoring and early warning method for key rail transit equipment according to claim 3, characterized in that: The link health baseline data includes the link capacity baseline, which includes: The average number of trains passing through the target operation link per unit time within the predetermined statistical period, the average occupancy time of each track section of the operation link, and the average time interval between the actions of adjacent key equipment. When calculating the risk level of a target operating link, if the average actual operation time of a certain key equipment is greater than the average operation time in the corresponding link health baseline data during a predetermined statistical period, and the average number of trains that can pass through the target operating link per unit time during the statistical period is less than the average number of trains in the link capacity baseline, the number of alternative operating links that have a functional substitution relationship with the target operating link will be used as a weighting factor in determining the risk level.

5. The digital monitoring and early warning method for key rail transit equipment according to claim 4, characterized in that: The link deviation includes: The difference between the actual action time of each key device in the target operation link and the average action time in the corresponding link health baseline data is the action time deviation obtained by accumulating the key devices in the operation link according to the order of the key devices and according to the predetermined first weight coefficient. The difference between the actual occupied time and the corresponding average occupied time of each track segment in the target operation link is the occupancy time deviation obtained by accumulating the track segments in the operation link according to the order of the track segments and based on the predetermined second weighting coefficient. And the ratio of the number of times the target running link was marked as an abnormal record in the most recent predetermined statistical period to the total number of times the target running link was executed in that statistical period; The link deviation is obtained by combining the action duration deviation, the occupied time deviation, and the ratio according to the calculation formula.

6. The digital monitoring and early warning method for key rail transit equipment according to claim 5, characterized in that: When generating an early warning message, it also includes: The system sends control parameters to the train dispatching system to adjust the selection status of the operating links. The control parameters are used to set the operating links with a risk level greater than or equal to the warning level to one of the following in the train dispatching system: prohibited selection status, standby selection status, or reduced priority selection status.

7. A digital monitoring and early warning system for key rail transit equipment, deployed in a rail transit network including stations, platforms, sidings, and depots or marshalling operation areas, characterized in that, The system is based on the method according to any one of claims 1 to 8, and the system comprises: The operation link construction unit is used to connect track sections and corresponding key equipment into operation links according to the order of use, and assign link numbers to each operation link, based on the train operation diagram and interlocking configuration data, according to the train arrival, departure, turnaround and entry / exit operation procedures. The link execution record generation unit is used to collect instruction data and feedback data related to the actions of key equipment from the interlocking system, track section occupancy detection device, platform screen door control device and depot operation control device during each train operation or shunting operation, and form a link execution record corresponding to the operation link number in chronological order. The logic verification unit is used to perform logical verification on the link execution record based on the sequential relationship of the actions of key equipment in the operation link and the time relationship of track section occupation and unlocking. The link execution record that meets the relationship is marked as a normal record, and the link execution record that does not meet the relationship is marked as an abnormal record. The link health baseline generation unit is used to collect statistics on the normal records of each operating link within a predetermined statistical period and generate link health baseline data corresponding to each operating link number. The link risk assessment unit is used to calculate the link deviation of each running link during real-time operation based on the comparison results between the current link execution record and the corresponding link health baseline data, and to determine the risk level of the running link by combining the number of alternative running links that have a functional substitution relationship with the running link. The early warning output unit is used to generate early warning information and send it to the train dispatch terminal or maintenance terminal when the risk level of the operating link is greater than or equal to the early warning level.

8. The digital monitoring and early warning system for key rail transit equipment according to claim 7, characterized in that: The operation link construction unit and the link health baseline generation unit are located in the central control system. At least one of the link execution record generation unit and the logic verification unit is located in the control device at the station level or the depot level. The early warning output unit is connected to the train dispatching terminal through a data communication network.

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