CN113379111B - Emergency treatment system and evaluation method for platform door system faults - Google Patents
Emergency treatment system and evaluation method for platform door system faults Download PDFInfo
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Abstract
The invention belongs to the technical field of fault handling, and particularly relates to a platform door system fault emergency handling system and an evaluation method. According to the invention, the platform door operation fault is simulated through the platform door system fault emergency treatment system, the standard flow and standard time are obtained through field test, the train delay time is reduced through optimizing the driving organization program, the standard delay time and delay time of the train are obtained through calculation, the treatment flow, treatment time, delay time and delay time of emergency treatment personnel are compared with the standard condition, and the emergency treatment capability of the emergency treatment personnel is evaluated according to the comparison condition. The method considers the influence of the current train caused by the fault and the influence of the subsequent train caused by the fault, and compared with the current static evaluation method which only considers the influence on a single train, the method has the advantage that the evaluation is more comprehensive.
Description
Technical Field
The invention belongs to the technical field of fault handling, and particularly relates to a platform door system fault emergency handling system and an evaluation method.
Background
The platform door system is arranged at the edge of a station platform along the urban rail transit line, isolates the platform waiting area from the rail traveling area and corresponds to the train door, and is an electromechanical equipment system. The application of the platform door isolates passengers from the rail and the train, improves the operation safety coefficient, improves the platform environment for passengers to wait for the train, and is beneficial to saving the operation cost and the construction cost. The opening and closing of the platform doors is generally performed in conjunction with the movement of the train doors when the train arrives at the station, providing the passengers with access to and from the train.
When the platform door system breaks down, if the relevant personnel of trouble can't timely effectually carry out emergent handling, will directly influence the normal business turn over of train to lead to the late point of train, to the influence of platform door system trouble to single train, can carry out static evaluation to the emergent handling of relevant personnel of trouble through the late point time when the train leaves the station. However, the affected trains often have more than one train when the platform door system fails, and the entering and exiting of the subsequent trains are affected before the field failure is effectively controlled. Thus, the fault-related personnel must continue to maintain emergency-handling status for the platform door system until the fault is effectively controlled; and along with the time, the line and the station position of the platform door system fault change, the time for the affected train to reach the terminal station can change, if the static evaluation is only carried out on the influence of a single train according to the current mode, the emergency treatment capability of the platform door system of the fault related personnel cannot be effectively evaluated. Meanwhile, the actual operation scoring related to the faults of the existing platform door system is completely carried out in a manual mode, the influence of the main view is large, and the scoring accuracy degree is relatively poor.
Disclosure of Invention
Aiming at the defect and the problem that the emergency treatment of the failure of the platform door is only carried out for evaluating the influence of a single train at present, the emergency treatment capability of related personnel for failure treatment cannot be effectively evaluated, the invention provides a platform door system failure emergency treatment evaluation method.
The technical scheme for solving the technical problems is as follows: a platform door system fault emergency handling evaluation method comprising an emergency handling evaluation of late and non-late faults, wherein:
For late faults: the emergency treatment process, the emergency treatment time, the train evening time and the train evening time caused by emergency treatment of the emergency treatment personnel are respectively compared with the emergency treatment standard process, the emergency treatment standard time, the train standard evening time and the train standard evening time, and the emergency treatment capacity of the emergency treatment personnel is evaluated according to comparison conditions;
For non-late faults: and comparing the emergency treatment flow and the emergency treatment time of the emergency treatment personnel with the emergency treatment standard flow and the emergency treatment standard time, and evaluating the emergency treatment capacity of the emergency treatment personnel according to the comparison condition.
According to the platform door system fault emergency treatment evaluation method, the emergency treatment standard flow is a specific step in the site emergency treatment process when the platform door system is in fault.
According to the platform door system fault emergency treatment evaluation method, the emergency treatment standard time is the sum of the step-by-step standard time in the emergency treatment standard flow, and the step-by-step standard time is the average value of the time of each step.
According to the platform door system fault emergency treatment evaluation method, the standard delay time of the train is the difference between the emergency treatment standard time and the train delay optimizable time; the calculation method of the train late optimizable time comprises the following steps:
(1) Acquiring an actual running speed V a, stop time ts and running interval ti of each train of each station corresponding to a subway network operation diagram, acquiring minimum stop time ts min of the train corresponding to the station corresponding to the time according to the on-site passenger flow condition, and acquiring later optimizable time t o of the train corresponding to the station corresponding to each day according to the maximum running speed V max and the minimum running interval ti min of the network design, wherein after the train speed is increased, the later optimizable time t o of the train corresponding to the station corresponding to each day is greater than the minimum running interval ti min is
When the train speed is increased, the time t o at the later point when the driving interval reaches the minimum driving interval ti min is optimized as
to＝(tp-timin)+(ts-tsmin)
Wherein: d is the distance between stations, and t p is the driving interval specified by the wire network;
And averaging the measured delay optimizable time after a large number of simulations to obtain an average value of delay optimizable time of each train in the corresponding station.
(2) Obtaining the average value of the delay optimizable time of each train at different stations at different moments on a subway operation chart according to the average value of the delay optimizable time of the trains at the corresponding stations every day;
(3) And superposing the delay optimizable time of each station at each moment to obtain the delay optimizable time of the train reaching the terminal station.
According to the platform door system fault emergency treatment evaluation method, the standard late train number of the train is the number of trains running between the first-trip late train and the trains which are in fault solution of the platform door system and reach the fault station and no longer at the late.
According to the platform door system fault emergency disposal evaluation method, weight analysis is adopted to evaluate emergency disposal capacity of emergency disposal personnel according to two conditions of late fault and non-late fault;
aiming at the late fault, the specific evaluation method comprises the following steps: assigning scores to the train late time, late train times, emergency treatment step time, emergency treatment total time and emergency treatment error times respectively, calculating the weight ratio of each index, and calculating the emergency treatment score of the late fault through the weight and the score corresponding to the weight.
Aiming at non-late faults, the specific evaluation method comprises the following steps: if no late condition occurs, assigning scores to the emergency treatment step time, the emergency treatment total time and the emergency treatment error times respectively, calculating the weight ratio of each index, and calculating the score corresponding to the weight to obtain the emergency treatment score of the non-late fault; if the late condition occurs, the failure emergency treatment is directly judged to be unqualified.
The platform door system fault emergency treatment evaluation method comprises the steps of evaluating the emergency treatment of late faults and non-late faults, and specifically comprises the following steps:
A. For non-late faults, comprising the steps of:
(1) The method comprises the steps of obtaining specific steps in the emergency treatment process of the platform door system fault site as an emergency treatment standard flow, calculating step-by-step standard time, and summing and calculating the step-by-step standard time in the emergency treatment standard flow to obtain the emergency treatment standard time;
(2) Assigning scores to the emergency treatment step time, the emergency treatment total time and the emergency treatment error times respectively, calculating the weight ratio of each index, and calculating the score corresponding to the weight to obtain an emergency treatment score of the non-late fault; if the late condition occurs, directly judging that the fault emergency treatment is unqualified;
B. For late faults, the method comprises the following steps:
(1) Specific steps in the emergency treatment process of the platform door system fault site are obtained as an emergency treatment standard flow; summing and calculating the step-by-step standard time in the emergency treatment standard flow to obtain the emergency treatment standard time;
(2) Acquiring actual running speeds, stop times and running intervals of trains corresponding to different stations, acquiring maximum running speeds, minimum stop times and minimum running intervals of trains corresponding to the stations and corresponding to the stations, calculating to obtain the delay optimizable time of the corresponding time of each day, and taking the average value of the delay optimizable time of each day as the delay standard optimizable time; obtaining the time-optimized time of the station at different moments on the subway operation map according to the time-optimized time of the time-optimized standard; superposing the delay optimizable time of each station at each moment to obtain the delay optimizable time of the train reaching the terminal station;
(3) The emergency treatment standard time and the train delay optimizable time are subjected to difference solving to obtain the train standard delay time;
(4) And subtracting the number of trains with zero difference of the delay optimizable time of the two intervals from the delay time of the out-station of the fault station to obtain the standard delay train number.
(5) The emergency disposal process, the emergency disposal time, the train evening time and the train evening time caused by emergency disposal are respectively compared with the emergency disposal standard process, the emergency disposal standard time, the train standard evening time and the train standard evening time of emergency disposal personnel, and the emergency disposal capacity of the emergency disposal personnel is evaluated according to comparison conditions.
The method for evaluating the emergency treatment of the platform door system fault comprises the step-by-step standard time is an average value of time spent in each step.
The invention also provides a platform door system fault emergency treatment evaluation system, which comprises an analysis host, a subway train driving simulation system, a platform door control system, a platform door fault simulation system and a platform door practical training system, wherein the analysis host is used for respectively reading and analyzing data of the subway train driving simulation device and the platform door practical training system according to field evaluation requirements; the platform door training system completes corresponding door opening and closing actions according to control commands of the analysis host and the on-site emergency disposal personnel; the platform door control system and the platform door fault simulation system are used for controlling the platform door training system to conduct door opening and closing actions and fault simulation; and the analysis host machine finishes evaluation of emergency treatment of the platform door system fault according to the field data.
The analysis host comprises an emergency treatment evaluation module, an artificial intelligent analysis module, a subway train driving simulation module, a platform door fault control module, a platform door running state monitoring module and a platform door control module; the subway train driving simulation module is used for controlling the subway train driving simulation system to perform simulation driving operation; the platform door fault control module is used for controlling the platform door fault simulation system to perform fault simulation operation; the platform door running state monitoring module is used for monitoring the running state of the platform door; the platform door control module is used for sending operation instructions to the platform door control system.
The invention has the beneficial effects that: according to the invention, the platform door fault emergency treatment system is used for simulating the platform door fault condition, standard definition is respectively carried out on emergency treatment time, emergency treatment flow, delay time and delay time, the processing time, the delay time and the standard of field operators caused by treatment faults are compared, each factor is assigned by weight, the influence of the current train caused by the faults is considered, the influence of the subsequent train caused by the faults is considered, and compared with the current static evaluation method which only considers the influence of a single train, the evaluation is more systematic and comprehensive.
Drawings
Fig. 1 is a schematic diagram of a calculation flow of a late time according to the present invention.
Fig. 2 is a schematic diagram of a station and train.
Fig. 3 is a diagram of analysis of late fault weight factors.
Fig. 4 is a non-late fault weight factor analysis chart.
FIG. 5 is a schematic diagram of a system for evaluating a failure emergency treatment of a platform door system according to the present invention.
FIG. 6 is a simplified flow diagram of a safety circuit fault simulation after the sliding door is closed.
Detailed Description
The invention will be further described with reference to the drawings and examples.
Example 1: in subway operation, related technicians are required to carry out emergency treatment when a platform door breaks down, if a train late condition occurs due to the fault, the influence of various factors is required to be considered when the emergency treatment capacity of emergency treatment personnel is evaluated, and the conventional method mainly carries out static evaluation only aiming at the influence of a single train and cannot realize effective evaluation. In order to solve the problem, the embodiment provides an emergency treatment evaluation method for train late caused by platform door faults, which mainly comprises the following steps:
The specific steps in the emergency treatment process of the platform door system fault site are obtained to be used as an emergency treatment standard flow, the step-by-step standard time of the emergency treatment standard flow is calculated, and the step-by-step standard time of the emergency treatment standard flow is summed to obtain the emergency treatment standard time.
In addition to taking into account the images between emergency treatment procedures and emergency treatments, the effect of a platform door failure on the late time and late train times caused by the late train is also considered. As particularly shown in fig. 1.
Step 1: when the platform door system fault simulation is carried out, related personnel carry out related operations according to the standard emergency treatment flow of the corresponding faults.
Step 2: comparing the actual outbound time of the train at the fault station with the outbound time of the operation diagram, and calculating the outbound late time of the train at the fault station;
Step 3: the average delay optimizable time of each station in the time period when the train arrives at the terminal station is subtracted from the outbound delay time of the fault station, so that the final delay time of the train is obtained;
Step 4: the average delay optimizable time of each station in the time period when the subsequent train arrives at the fault station is subtracted from the delay time of the arrival of the last train at the fault station, so that the final arrival time of the subsequent train arriving at the fault station is obtained;
Step 5: and repeating the steps 1-4 until the system faults of the stations are solved and the subsequent trains reach the terminal station no longer at a later time.
The calculation method of the delay optimizable time comprises the following steps:
(1) Collecting actual running speed, stop time and running interval of each train in a subway line network operation diagram corresponding to a station every day, obtaining the delay optimizable time of each train in the corresponding station every day according to the maximum running speed, the minimum stop time and the minimum running interval of the train in the corresponding station corresponding time, and obtaining the average value of the delay optimizable time of each train in the corresponding station after averaging;
(2) Obtaining the average value of the delay optimizable time of each train at different stations at different moments on a subway operation chart according to the average value of the delay optimizable time of the trains at the corresponding stations every day;
(3) And superposing the delay optimizable time of each station at each moment to obtain the delay optimizable time of the train reaching the terminal station.
The standard late train number is the number of trains running between the first trip of the late train and the trains which solve the system faults and reach the fault station without the late.
For example: when the subway is designed in the early stage, three data including the distance between stations, the maximum running speed of the train and the minimum running interval are all determined, the train is shown in fig. 2, and four stations are taken as an example to calculate the late time of the train A and the train B respectively. For convenience of explanation, the distance between four stations is set to 1.5 km, the maximum running speed of the train is set to 80 km/h, and the minimum running interval is set to 90 seconds.
Firstly, we need to calculate the optimal time of each trip of trains corresponding to the station every day, as shown in fig. 2, we assume that eight trains a in the morning start from station 3 to station 1, at this time, the actual running speed of the trains is 60 km/h, the running interval of the trains is 150 seconds, the actual stop time of the trains at station B is 30 seconds, the minimum stop time of the trains at station 2 is 20 seconds, and when the speed of the trains is raised to the maximum running speed, the running interval does not reach 90 seconds of the minimum running interval, then the optimal time of the trains at the later time of station 2 is:
((1.5)/60) ×3600- ((1.5)/80) ×3600+ (30-20) =32.5 seconds
If the train speed is increased to the maximum running speed and the running interval is smaller than 90 seconds of the minimum running interval, the optimized time of the train at the later point of the station B is as follows:
(150-90) + (30-20) =70 seconds
And then continuously recording the time which can be optimized at the later time and corresponds to each train in the station every day, obtaining perfect time data which can be optimized at the later time, and averaging the time data which can be optimized at the later time to obtain an average value of the time which can be optimized at the later time and corresponds to each train in the station.
When the late analysis is carried out, the assumption is that the train A fails at the station 3 to cause 300 seconds at the late when the train is out of the station 3, and when the train A is out of the station, the failure of the station 3 station door system is solved, so that the subsequent trains are not influenced; the train B is also synchronized for 300 seconds at the late point when the station 4 is outbound, and the standard stop time and the minimum stop time of each station are the same.
According to the calculation, we can obtain that the calculation method of the late point of the train A reaching the station 1 is that the time of the arrival of the train A at the station 1 is the time of the arrival of the train A at the station 1, which is obtained by subtracting the time of the two intervals saved by the speed increase of the train and the time saved by the minimum stop of the train A at the station, and the obtained late point of the train A reaching the station 1 is:
300- ((((1.5)/60) x 3600- ((1.5)/80) x 3600) x 2+ (30-20))=245 seconds
The calculation method of the late arrival of the train B at the station 1 is to subtract the time saved by the speed increase of the train between two sections and the minimum stop time saved by the two stations from the time of the arrival of the train A at the station 1, and the obtained late arrival of the train A at the station 1 is as follows:
300- ((((1.5)/60) x 3600- ((1.5)/80) x 3600) x 3+ (30-20) x 2) =212.5 seconds
And obtaining the final train late time and late train times caused by the platform door system faults through continuous calculation.
As shown in fig. 3, in the case where a station door failure causes a train to be at a later time, when evaluating the train, each factor of the later time failure is assigned first, and in this embodiment, the number of times of emergency treatment errors is used as a specific factor of an emergency treatment flow, the step time of emergency treatment and the total time of emergency treatment are used as factors of the later time when the emergency treatment is considered, and the final later time and the arrival later time are used as factors of the later time.
For example, the time of the night time is 25 minutes, the emergency treatment step time is 10 minutes, the total emergency treatment time is 25 minutes, and the number of emergency treatment errors is 15 minutes.
The standard late time is represented by t0, the final late time is represented by t1, the arrival late time is represented by t2, the emergency treatment step standard time is represented by t3, the emergency treatment actual step standard time is represented by t4, the emergency treatment standard total time is represented by t5, the emergency treatment actual total time is represented by t6, the standard late time is represented by s0, the actual late time is represented by s1, the standard emergency treatment flow step is represented by s2, and the emergency treatment error number is represented by s 3.
The full score standard score is 40 points and the basic score is 45 points. The score for the on-site emergency treatment procedure is:
((t0-t1+t2)/t0)×25+((s0-s1)/s0)×25+((t3-t4)/t3)×10+((t5-t6)/t5)×25+((s2-s3)/s2)×15+45
thus, emergency skills of different emergency treatment personnel can be evaluated according to treatment flow scores of the emergency treatment personnel.
Example 2: in subway operation, a related technician is required to carry out emergency treatment when a platform door breaks down, and the embodiment provides an emergency treatment evaluation method for train late points caused by the platform door fault, which mainly comprises the following steps:
(1) The specific steps in the emergency treatment process of the platform door system fault site are obtained to be used as an emergency treatment standard flow, the step-by-step standard time of the emergency treatment standard flow is calculated, and the step-by-step standard time of the emergency treatment standard flow is summed to obtain the emergency treatment standard time.
(2) As shown in fig. 4, in this embodiment, the number of times of emergency treatment errors is taken as a specific factor of the emergency treatment flow, and when the emergency treatment is considered in terms of the emergency treatment step time and the total emergency treatment time, the factors are assigned by considering the weight of the factors, which may be specifically defined as: the emergency treatment step time is 25 minutes, the total emergency treatment time is 50 minutes, and the emergency treatment error times are 25 minutes.
The emergency treatment step-by-step standard time is represented by t3, and the emergency treatment actual step-by-step standard time is represented by t 4; the total time of emergency treatment standard is represented by t5, and the actual total time of emergency treatment is represented by t 6; the standard emergency treatment flow steps are denoted by s2, and the number of emergency treatment errors is denoted by s 3.
The full score standard score is 40 points and the basic score is 35 points.
If the terminal station is reached and a late point appears, the emergency treatment of the fault is directly judged to be unqualified.
If the terminal station is reached and the time is not at the moment, the score of the emergency treatment flow is as follows:
((t3-t4)/t3)×25+((t5-t6)/t5)×50+((s2-s3)/s2)×25+35
thus, emergency skills of different emergency treatment personnel can be evaluated according to treatment flow scores of the emergency treatment personnel.
Example 3: the embodiment provides a platform door system fault emergency treatment evaluation system, which comprises an analysis host, a subway train driving simulation device, a platform door control device, a platform door fault simulation device and a platform door practical training system, as shown in fig. 5. The analysis host computer respectively reads the data of the subway train driving simulation device and the platform door practical training system according to the field evaluation requirement for analysis; the door opening and closing action and fault simulation of the platform door training system are controlled through a platform door control device and a platform door fault simulation device; the platform door training system completes corresponding door opening and closing actions according to control commands of the analysis host and the on-site emergency disposal personnel; and the analysis host machine completes the evaluation of the emergency treatment of the platform door system fault according to the field data.
The analysis host consists of an emergency disposal evaluation module, an artificial intelligent analysis module, a subway train driving simulation module, a platform door fault control module, a platform door running state monitoring module and a platform door control module, and mainly completes the following functions:
1. The method comprises the steps of reading a fault simulation instruction sent by a terminal device and the running state of a platform door, and sending the fault simulation instruction to a platform door training system through a platform door fault simulation device when fault simulation can be carried out; when the state of the station door in the site does not meet the condition and failure simulation can not be performed, a failure simulation instruction is suspended, and when the station door acts to enable the state to meet the failure simulation condition, the station door failure simulation device sends the failure simulation instruction to the station door practical training system.
2. When the artificial intelligence is needed for assistance on site, the operation state of the platform door and the on-site audio and video data are read through the artificial intelligence analysis module, and interaction with emergency disposal personnel and automatic control of the platform door system are completed.
3. When the emergency treatment evaluation is carried out, the emergency treatment capability of on-site personnel is evaluated by reading the state of the subway train driving simulation device, the running state of the platform door and the on-site audio and video data.
The subway train driving simulation device is used for simulating various operations in actual work of a train by a driver, and sending related information to the analysis host computer, so as to realize linkage with the platform door practical training system and provide related data support for emergency treatment evaluation.
When the platform door control device is used for assisting in needing artificial intelligence, a platform door action instruction is sent to the platform door practical training system, and emergency disposal personnel are assisted to complete an emergency disposal process.
The platform door fault simulation device is used for controlling the work of the platform door practical training system according to the analysis host machine instruction, and when the fault simulation is carried out, the corresponding fault occurs when the field device executes the related action, so that the simulation of the field fault is realized.
The platform door training system is used for completing corresponding door opening and closing actions according to control commands of the analysis host and the on-site emergency disposal personnel.
Example 4: the emergency treatment evaluation system of the platform door system of the present application is explained by taking the case that a failure of a safety loop of a sliding door causes a train to be at a late stage as an example.
Specifically, the flow chart of the fault of the safety circuit after the sliding door is closed is shown in fig. 6, and the standard time of the fault of the safety circuit is shown in table 1.
Table 1 safety circuit fault standard time chart
By using a fault simulation platform to simulate the fault that a safety loop fails after an uplink 3-2 sliding door is abnormally closed, a driver, a station service, maintenance personnel and multiple specialized scheduling participations are involved in the exercise to explain the working process of the system, wherein the fault flow of the safety loop is based on the specific fault processing flow of a subway company, and the fault standard is based on the fault processing standard of the subway company.
When fault simulation is not performed, the field device performs door opening and closing operation according to a normal mode, and the train simulator can perform train station entering and exiting operation normally.
And when the fault simulation is performed, the system reads train door opening information of the subway train driving simulation device, and the upward sliding door synchronously opens the door along with the train door. At the moment, when the sliding door is in a door opening state, the platform door fault control module sends a fault simulation instruction to the platform door fault simulation device corresponding to the upward 3-2 sliding door, and the device controls the relevant relay to act after receiving the instruction, so that a safety loop of the sliding door is disconnected.
When the door is closed, the platform door system cannot feed back the full closing and locking state of the door to the subway train driving simulation device, the subway train driving simulation device cannot go out, a site driver needs to conduct secondary door opening and closing according to the related fault emergency processing flow, the fault recovery is attempted, and the system synchronously conducts secondary door opening and closing actions of the platform door system according to the train door opening and closing actions of the train simulation device.
Because the up-going 3-2 sliding door is still in a fault simulation state, the field safety loop is still not enabled, the emergency treatment process is started, and field personnel perform related operations according to the emergency treatment process of the station door system safety loop fault.
The station staff operates the 'interlock release' function of the PSL, and after the analysis host detects the state through the platform door running state detection module, the locking between the train and the platform door system is canceled, and the outbound function of the train is recovered.
After the platform personnel confirm that the platform doors are all closed, a good signal is sent to a driver, and after the driver receives the good signal sent by the platform personnel, the subway train driving simulation device is controlled to leave the station, and the station personnel or dispatch the maintenance personnel are notified to carry out fault emergency repair.
After the train leaves the station, the system subtracts the average delay optimizable time of the subsequent station according to the delay time of the train to be discharged, directly obtains the delay time of the train reaching the terminal station, subtracts the average delay optimizable time of the train stopping position to the fault station according to the delay time of the subsequent train, obtains the arrival time of the subsequent train, and simulates the arrival and departure of the subsequent train according to the arrival time of the train.
Before the safety loop fault is solved, the station staff continuously operates the 'interlock release' function of the PSL in the period from before the train entering signal is interlocked to after the train is driven out of the interlocked, the normal entering and exiting functions of the train are maintained, a 'good' signal is sent to a driver, and the driver can control the train simulator to drive away from the station after receiving the 'good' signal sent by the station staff.
After the maintenance personnel arrives at the site, the up-going sliding doors are subjected to isolation operation one by one according to the platform door professional fault processing flow to judge specific fault points, after the up-going 3-2 sliding doors are isolated, the safety loop of the sliding doors is bypassed, the up-going safety loop is restored to be normal, the interlocking release operation is canceled, and the subsequent trains can perform normal station entering and exiting actions.
After the safety loop fault is solved and the subsequent train arrives at the terminal station and is not at a late point, the emergency treatment flow of the safety loop fault of the platform door system is completely finished, and the system generates an evaluation report for effectively evaluating the emergency treatment and the fault influence of the platform door system of the fault related personnel.
Claims (6)
1. A platform door system fault emergency treatment evaluation method is characterized in that: including emergency treatment assessment for late and non-late faults, wherein: for late faults: the emergency treatment process, the emergency treatment time, the train evening time and the train evening time caused by emergency treatment of the emergency treatment personnel are respectively compared with the emergency treatment standard process, the emergency treatment standard time, the train standard evening time and the train standard evening time, and the emergency treatment capacity of the emergency treatment personnel is evaluated according to comparison conditions; for non-late faults: comparing the emergency treatment flow and the emergency treatment time of the emergency treatment personnel with the emergency treatment standard flow and the emergency treatment standard time, and evaluating the emergency treatment capacity of the emergency treatment personnel according to the comparison condition;
The standard delay time of the train is the difference between the emergency treatment standard time and the train delay optimizable time; the calculation method of the train late optimizable time comprises the following steps:
(1) Acquiring an actual running speed V a, stop time ts and running interval ti of each train of each station corresponding to a subway network operation diagram, acquiring minimum stop time ts min of the train corresponding to the station corresponding to the time according to the on-site passenger flow condition, and acquiring later optimizable time t o of the train corresponding to the station corresponding to each day according to the maximum running speed V max and the minimum running interval ti min of the network design, wherein after the train speed is increased, the later optimizable time t o of the train corresponding to the station corresponding to each day is greater than the minimum running interval ti min is
When the train speed is increased, the time t o at the later point when the driving interval reaches the minimum driving interval ti min is optimized as
to＝(tp-timin)+(ts-tsmin)
Wherein: d is the distance between stations, and t p is the driving interval specified by the wire network; calculating to obtain an average value of the delay optimizable time of the corresponding time of the station;
(2) Obtaining the delay optimizable time of different stations at each moment on the subway operation chart according to the average value of the delay optimizable time of the train at the corresponding time of the corresponding station every day;
(3) Superposing the delay optimizable time of each station at each moment to obtain the delay optimizable time of the train reaching the terminal station;
According to the two conditions of the late fault and the non-late fault, respectively adopting weight analysis to evaluate the emergency treatment capacity of emergency treatment personnel; aiming at the late fault, the specific evaluation method comprises the following steps: assigning scores to the train late time, late train times, emergency treatment step time, emergency treatment total time and emergency treatment error times respectively, calculating the weight ratio of each index, and calculating the score corresponding to the weight to obtain the emergency treatment score of the late fault; aiming at non-late faults, the specific evaluation method comprises the following steps: if no late condition occurs, assigning scores to the emergency treatment step time, the emergency treatment total time and the emergency treatment error times respectively, calculating the weight ratio of each index, and calculating the score corresponding to the weight to obtain the emergency treatment score of the non-late fault; if the late condition occurs, the failure emergency treatment is directly judged to be unqualified.
2. The platform door system fault emergency handling evaluation method according to claim 1, wherein: the emergency treatment standard flow is a specific step in the field emergency treatment process when the platform door system fails.
3. The platform door system fault emergency handling evaluation method according to claim 1, wherein: the emergency treatment standard time is the sum of the step-by-step standard time in the emergency treatment standard flow, and the step-by-step standard time is the average value of the time of each step.
4. The platform door system fault emergency handling evaluation method according to claim 1, wherein: the standard late train number is the number of trains running between the first-trip late train and the trains which reach the fault station and are no longer late.
5. A platform door system fault emergency treatment evaluation system applied to the platform door system fault emergency treatment evaluation method according to any one of claims 1 to 4, characterized in that: the system comprises an analysis host, a subway train driving simulation system, a platform door control system, a platform door fault simulation system and a platform door practical training system, wherein the analysis host is used for respectively reading and analyzing data of a subway train driving simulation device and the platform door practical training system according to field evaluation requirements; the platform door training system completes corresponding door opening and closing actions according to control commands of the analysis host and the on-site emergency disposal personnel; the platform door control system and the platform door fault simulation system are used for controlling the platform door training system to conduct door opening and closing actions and fault simulation; the analysis host machine finishes the evaluation of the emergency treatment of the platform door system fault according to the field data, and the specific evaluation evaluates the emergency treatment capacity of emergency treatment personnel by adopting weight analysis according to two conditions of the late fault and the non-late fault; aiming at the late fault, the specific evaluation method comprises the following steps: assigning scores to the train late time, late train times, emergency treatment step time, emergency treatment total time and emergency treatment error times respectively, calculating the weight ratio of each index, and calculating the score corresponding to the weight to obtain the emergency treatment score of the late fault; aiming at non-late faults, the specific evaluation method comprises the following steps: if no late condition occurs, assigning scores to the emergency treatment step time, the emergency treatment total time and the emergency treatment error times respectively, calculating the weight ratio of each index, and calculating the score corresponding to the weight to obtain the emergency treatment score of the non-late fault; if the late condition occurs, directly judging that the fault emergency treatment is unqualified;
The standard delay time of the train is the difference between the emergency treatment standard time and the train delay optimizable time; the calculation method of the train late optimizable time comprises the following steps:
(1) Acquiring an actual running speed V a, stop time ts and running interval ti of each train of each station corresponding to a subway network operation diagram, acquiring minimum stop time ts min of the train corresponding to the station corresponding to the time according to the on-site passenger flow condition, and acquiring later optimizable time t o of the train corresponding to the station corresponding to each day according to the maximum running speed V max and the minimum running interval ti min of the network design, wherein after the train speed is increased, the later optimizable time t o of the train corresponding to the station corresponding to each day is greater than the minimum running interval ti min is
When the train speed is increased, the time t o at the later point when the driving interval reaches the minimum driving interval ti min is optimized as
to＝(tp-timin)+(ts-tsmin)
Wherein: d is the distance between stations, and t p is the driving interval specified by the wire network; calculating to obtain an average value of the delay optimizable time of the corresponding time of the station;
(2) Obtaining the delay optimizable time of different stations at each moment on the subway operation chart according to the average value of the delay optimizable time of the train at the corresponding time of the corresponding station every day;
(3) And superposing the delay optimizable time of each station at each moment to obtain the delay optimizable time of the train reaching the terminal station.
6. The platform door system fault emergency handling evaluation system of claim 5, wherein: the analysis host comprises an emergency treatment evaluation module, an artificial intelligent analysis module, a subway train driving simulation module, a platform door fault control module, a platform door running state monitoring module and a platform door control module; the subway train driving simulation module is used for controlling the subway train driving simulation system to perform simulation driving operation; the platform door fault control module is used for controlling the platform door fault simulation system to perform fault simulation operation; the platform door running state monitoring module is used for monitoring the running state of the platform door; the platform door control module is used for sending operation instructions to the platform door control system.
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