Platform intelligent lighting control system based on passenger transport linkage

Abstract

The invention discloses a platform intelligent lighting control system based on passenger transport linkage, which belongs to the technical field of lighting control and comprises a sensor module, a data processing module, an acquisition module, a decision module and an execution module. Preset lighting is started by comprehensively using a positioning system, a train arrival and departure time table and a production operation plan, a dynamic inter-buffer prediction model is established based on historical delay duration and frequency data, the lighting time can be automatically prolonged to a reasonable range according to the actual delay condition, and compared with a traditional mode, the method has the advantages that the time is shortened, and the efficiency is improved. According to the design, the problem that lighting is turned off too early due to transient delay of the train is effectively avoided, convenience of passengers is improved, unnecessary energy consumption is reduced through dynamic adjustment, meanwhile, prediction precision is optimized through a linear regression model and a gradient descent method, the system can more scientifically and flexibly deal with the uncertainty of train operation, and the system is more suitable for popularization and application. The adaptability of illumination control and the resource utilization efficiency are obviously improved.

Description

Technical Field

[0001] This invention belongs to the field of lighting control technology, and in particular relates to an intelligent lighting control system for platforms based on passenger transport linkage. Background Technology

[0002] With railway transportation becoming increasingly busy, the rationality and efficiency of the lighting system at the platform, as an important place for passengers to get on and off the train, not only directly affect the travel experience and safety of passengers, but are also closely related to the energy consumption and cost control of railway operations.

[0003] Traditional platform lighting systems mostly use fixed schedules or manual control modes. Fixed schedules are difficult to adjust flexibly according to the actual operation of trains, while manual control relies on human judgment and operation, which can lead to problems of untimely and inaccurate operation. As a result, the lights are often turned on before the train arrives at the station, resulting in energy waste, or the lights are not turned on after the train has arrived at the station, causing inconvenience to passengers and even safety hazards. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a platform intelligent lighting control system based on passenger transport linkage that can overcome or at least partially solve the above problems.

[0005] To solve the above-mentioned technical problems, the basic concept of the technical solution adopted by this invention is: a platform intelligent lighting control system based on passenger transport linkage, comprising: a sensor module, which deploys multiple illuminance sensors in the platform area to collect light intensity data in real time, and sets up human infrared sensors to detect the presence of people; a data processing module, electrically connected to the sensor module, which preprocesses the received light intensity data and personnel signals; an acquisition module, which is communicatively connected to the railway passenger transport platform to acquire passenger transport information such as train arrival and departure times and production operation plans; and a decision-making module, which is electrically connected to the data processing module and the acquisition module respectively, and makes decisions based on the light intensity data and personnel signals. The system collects passenger information and generates lighting control commands according to a preset strategy. The preset strategy includes obtaining the train's position in real time through an independent positioning system. When the train enters the preset platform approach area, the lighting circuit is immediately triggered. When the positioning data is abnormal, the preset lighting circuit is activated before the train is scheduled to enter the station based on the train arrival and departure timetable and production operation plan. A dynamic buffer zone is generated based on historical delay data. If the train does not arrive on time, the lighting time is automatically extended until the end of the buffer zone. The execution module is electrically connected to the control decision module and includes multiple independently controlled lighting circuits. It executes the switching and brightness adjustment according to the lighting control commands.

[0006] Preferably, the preset strategy also includes dynamic adjustment of the environment and human perception: when the natural light intensity is lower than the preset threshold and the human infrared sensor detects the presence of a person, the lighting brightness is adjusted according to the difference between the measured light intensity and the target value; when no one is detected in the area, the lighting brightness is automatically reduced to the preset low-illuminance energy-saving state.

[0007] Preferably, the process of generating the dynamic buffer includes: collecting historical delay duration data of trains in various time periods to form a historical delay duration sequence. ,in express The duration of the train's delay during the corresponding time period. This represents the total number of recorded train delay events; it also collects train delay frequency data for different time periods to form a delay frequency set. ,in This represents the frequency of delays in the j-th time period. This represents the total number of time periods divided; and records the actual buffer demand duration for each delay, resulting in a set of buffer demand durations. This serves as the data basis for generating dynamic buffers.

[0008] Preferably, the buffer establishment time Historical delay duration of trains Delay frequency at different time periods linear regression model ;in, For the model's predicted delay buffer demand duration, The regression coefficient for the delay duration, The regression coefficients for the frequency of late arrivals are... This is the error term.

[0009] Preferably, after predicting buffer demand duration using the established buffer duration prediction model, a mean squared error function is defined to measure the deviation between the model's predicted values ​​and the actual values, thereby evaluating the model's fit to historical data. The expression for the mean squared error function is as follows: ,in, This represents the total number of delay events. For the first The actual buffer time required for the second delay. For the first The model predicts the buffer demand duration for the next later departure.

[0010] Preferably, the gradient descent method is used to calculate the error function with respect to the parameters. and The gradients, and their calculation formulas are as follows: , Iteratively update parameters according to the gradient descent direction. and The value is calculated until the error function converges to the preset threshold range.

[0011] Preferably, it also includes a fault self-testing module electrically connected to the data processing module and the execution module respectively, which is used to periodically detect the working status of the sensor module, the execution module and the lighting circuit, and generate a fault report when a fault is detected. At the same time, it sends the fault information to the maintenance personnel terminal through the railway passenger transport platform based on a preset network communication protocol.

[0012] Preferably, it also includes a meteorological input module that communicates with an external meteorological department's data platform to obtain real-time meteorological information for the area where the station is located.

[0013] By adopting the above technical solution, the present invention has the following beneficial effects compared with the prior art:

[0014] In terms of platform lighting control, on the one hand, the train position is obtained in real time through an independent positioning system, triggering precise lighting linkage. This improves energy efficiency while ensuring passenger experience. On the other hand, the platform maintains suitable lighting through dynamic adjustment based on environmental and human perception, creating a comfortable visual environment for passengers. It can also automatically reduce brightness to energy-saving mode when no one is present, reducing energy waste and conforming to the concept of green energy saving. It also reduces manual intervention and improves the automation and intelligence level of platform lighting management.

[0015] On the other hand, the system combines train arrival and departure timetables and production operation plans to activate preset lighting, and establishes a dynamic buffer prediction model based on historical delay duration and frequency data. It can automatically extend the lighting time to a reasonable range according to the actual delay situation. Compared with the traditional method, this design not only avoids the problem of lighting being turned off too early due to short train delays, improving passenger convenience, but also reduces unnecessary energy consumption through dynamic adjustment. At the same time, it uses linear regression models and gradient descent methods to optimize prediction accuracy, enabling the system to cope with the uncertainty of train operation more scientifically and flexibly, and significantly improving the adaptability of lighting control and resource utilization efficiency. Attached Figure Description

[0016] In the attached diagram:

[0017] Figure 1 This is a schematic diagram of the functional connection structure of each module of the intelligent platform lighting control system based on passenger transport linkage proposed in this invention. Detailed Implementation

[0018] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments, so that those skilled in the art can implement it based on the description.

[0019] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0020] In the description of this invention, the terms "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0021] Example 1: As Figure 1 As shown, the intelligent lighting control system for platforms based on passenger transport linkage includes a sensor module, a data processing module, an acquisition module, a decision-making module, and an execution module.

[0022] During system operation, the sensor module deploys illuminance sensors and human infrared sensors in a distributed manner in the platform area to collect ambient light intensity and human presence signals in real time. Next, the data processing module performs preprocessing on the raw data, including filtering, noise reduction, and format conversion, to improve data reliability. Subsequently, the acquisition module communicates with the railway passenger transport platform to synchronize dynamic information such as train arrival and departure times and production operation plans. Based on the preprocessed illuminance data, human detection results, and passenger transport information, the decision-making module generates control commands in combination with preset strategies. Finally, the execution module precisely executes switching operations and stepless brightness adjustment through independently controlled lighting circuits, realizing real-time linkage between platform lighting and passenger transport needs, ensuring a safe and comfortable experience for passengers while optimizing energy utilization efficiency.

[0023] Considering that traditional platform lighting systems generally use fixed schedules or manual control modes, they cannot be dynamically adjusted according to the actual position of the train. This may result in situations where the lighting is turned on before the train enters the station or the lighting is not activated after the train has entered the station. This not only wastes energy but also affects the passenger experience. To address this issue, in this embodiment, a preset strategy obtains the train's position in real time through an independent positioning system such as GPS, Beidou, or track sensors. When the train enters the preset platform approach area, the lighting circuit is immediately triggered. This facilitates precise linkage between lighting and train position, improving energy efficiency while ensuring the passenger experience.

[0024] The preset strategy also includes dynamic adjustment of the environment and human perception: when the natural light intensity is lower than the preset threshold and the human infrared sensor detects the presence of people, the system adjusts the lighting brightness according to the difference between the measured light intensity and the target value to ensure that the platform always maintains a suitable lighting environment, providing passengers with a clear and comfortable visual experience and avoiding inconvenience and discomfort caused by too dim or too bright light.

[0025] When no one is detected in the area, the lighting brightness is automatically reduced to a preset low-illuminance energy-saving state. This avoids the safety hazards that might arise from suddenly appearing passengers by completely turning off the lights, while also creating a relatively quiet and energy-efficient atmosphere. From an energy efficiency perspective, this dynamic adjustment mechanism avoids unnecessary energy consumption. Reducing brightness when no one is present greatly reduces energy waste and effectively improves energy efficiency, which aligns with the current green and energy-saving development concept. At the same time, this intelligent adjustment method reduces the need for manual intervention, lowers labor costs, and enhances the automation and intelligence level of platform lighting management.

[0026] In actual operation, the positioning system may be affected by various factors, such as signal obstruction, equipment failure, and external electromagnetic interference, resulting in abnormal positioning data. If the positioning data is abnormal, and the platform lighting system relies solely on positioning to trigger lighting, it will be unable to accurately know the train's arrival time, which may lead to the lighting not being turned on in time when the train arrives. To address this issue, when the positioning data is abnormal, a preset lighting circuit is activated before the train is scheduled to arrive, based on the train arrival and departure timetable and production operation plan. This ensures that the platform is in a suitable lighting state before the train arrives, providing sufficient and clear light for passengers to get on and off the train. This avoids inconvenience and safety hazards caused by the lighting not being turned on in time, allowing passengers to always experience safe and convenient travel services.

[0027] In actual railway operations, train delays are a common and difficult-to-avoid situation. If the platform lighting system is controlled solely based on the preset train arrival time, the lights are likely to be turned off prematurely when a train is delayed. This not only causes great inconvenience to passengers still waiting or moving around on the platform, exposing them to safety risks in an insufficiently lit environment, but also reduces the passenger's travel experience. To address this issue, a dynamic buffer zone was designed based on historical delay data. If a train does not arrive on time, the lighting time is automatically extended until the end of the buffer zone. This measure avoids the premature turning off of lights due to train delays, prevents passengers from moving around in an insufficiently lit environment, and also avoids unnecessary energy waste due to excessively extended lighting time, thus achieving precise and rational use of energy.

[0028] In actual railway operations, train delays are complex, varied, and uncertain. The duration and frequency of delays vary across different time periods. For example, during peak hours, factors such as high passenger volume and complex scheduling may lead to higher frequency and longer delays, while off-peak hours are relatively stable. Furthermore, the actual buffer time required for each train delay is not the same. If the lighting extension time is uniformly set according to a fixed duration, it may not meet the actual needs, and the lighting may still be turned off prematurely when the delay is severe, affecting passenger experience and safety. Alternatively, it may cause unnecessary waste of energy when the delay is minor.

[0029] Based on this, the generation of the dynamic buffer includes: collecting historical delay duration data of trains in various time periods to form a historical delay duration sequence. ,in express The duration of the train's delay during the corresponding time period. This represents the total number of recorded train delay events; it also collects train delay frequency data for different time periods to form a delay frequency set. ,in This represents the frequency of delays in the j-th time period. This represents the total number of time periods divided; and records the actual buffer demand duration for each delay, resulting in a set of buffer demand durations. Using this as the data basis for generating dynamic buffer zones, a more accurate dynamic buffer model is constructed by quantitatively analyzing historical delay patterns. When the system locates data anomalies or train delays, it automatically generates lighting turn-on times that match actual needs. This avoids the impact on passenger experience caused by prematurely turning off lights due to short train delays, and also prevents long-term idling and energy waste. At the same time, by dynamically adjusting to adapt to the delay characteristics of different lines and time periods, the system's flexibility and resource utilization efficiency are significantly improved.

[0030] In railway operations, train delays are complex and unpredictable, often difficult to forecast accurately in advance. To enable platform lighting systems to adjust their operating times more effectively during delays, ensuring passenger safety and convenience while achieving energy efficiency, a buffer period is established. Historical delay duration of trains Delay frequency at different time periods linear regression model ;in, For the model's predicted delay buffer demand duration, The regression coefficient for the delay duration, The regression coefficients for the frequency of late arrivals are... As the error term, this model can be used to preliminarily predict the duration of delay buffer demand based on the acquired historical data, providing a basic time reference for subsequent lighting control.

[0031] After using the established buffer interval duration prediction model to predict buffer demand duration, in order to accurately evaluate the model's performance, a mean squared error function is defined to measure the deviation between the model's predicted values ​​and the actual values, thereby evaluating the model's fit to historical data. The expression for the mean squared error function is: ,in, This represents the total number of delay events. For the first The actual buffer time required for the second delay. For the first The mean squared error of the buffer demand duration predicted by the model for the second-latest delay can intuitively reflect the accuracy of the model's prediction. This helps to evaluate whether the model can fit historical data well, provides a basis for subsequent model optimization, and ensures that the buffer duration predicted by the model is closer to the actual demand.

[0032] To enable the constructed linear regression model to better fit historical data and improve prediction accuracy, the system employs gradient descent to calculate the error function with respect to the parameters. and The gradients, and their calculation formulas are as follows: , Iteratively update parameters according to the gradient descent direction. and The value of the error function is adjusted until it converges to a preset threshold range. This allows for continuous optimization of the model's parameters, making the model's predicted delay buffer time closer to the actual situation. This enables the platform lighting system to more accurately control the lighting time when trains are delayed, ensuring passenger experience while further improving energy efficiency.

[0033] Example 2: Based on Example 1 above, as follows... Figure 1As shown, the intelligent platform lighting control system based on passenger transport linkage differs in that it also includes a fault self-checking module electrically connected to both the data processing module and the execution module. This module periodically checks the operating status of the sensor modules, execution modules, and lighting circuits, generating a fault report upon detecting a fault. Simultaneously, it sends the fault information to the maintenance personnel's terminal via the railway passenger transport platform using a preset network communication protocol. This fault self-checking module design further ensures the overall stability and reliability of the system. If a sensor module malfunctions, it may fail to accurately collect ambient light intensity and personnel presence signals, affecting the decision-making module's generation of correct control commands based on preset strategies. If the execution module or lighting circuit malfunctions, the commands may fail to execute correctly. This approach allows for timely detection of system faults and notification to maintenance personnel, effectively preventing buffer zone malfunctions caused by component failures. In cases of train delays, it ensures that the lighting system continues to operate normally according to the buffer zone design, providing passengers with a stable and reliable lighting environment, further guaranteeing the overall stability and reliability of the system.

[0034] Example 3: Based on Examples 1 and 2 above, as follows... Figure 1 As shown, the intelligent lighting control system for platforms based on passenger transport linkage differs in that it also includes a meteorological input module that communicates with an external meteorological data platform to obtain real-time meteorological information for the platform area. Since different meteorological conditions can affect the lighting environment and passenger activities on the platform, for example, the natural light intensity is low on cloudy days, which may require earlier or longer lighting hours. Rainy or snowy days may affect the safety of passengers on the platform, and the lighting requirements may also differ from normal weather. The meteorological information obtained by the meteorological input module can be fed back to the decision module. The decision module combines the meteorological information, preset strategies, and buffer zone design to generate more accurate control commands. For example, on cloudy days and when train delays are expected, the lighting time and brightness of the corresponding buffer zone can be adjusted according to the meteorological information. This can better meet the safety and comfort needs of passengers on the platform and further optimize energy utilization efficiency, making the buffer zone function more in line with the actual scenario.

[0035] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-described technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A platform intelligent lighting control system based on passenger transport linkage, characterized in that, include: The sensor module deploys multiple illuminance sensors in the platform area to collect light intensity data in real time, and sets up human infrared sensors to detect the presence of people. The data processing module, electrically connected to the sensor module, preprocesses the received illumination data and personnel signals; The acquisition module communicates with the railway passenger transport platform to obtain passenger transport information such as train arrival and departure times and production operation plans. The decision module is electrically connected to the data processing module and the acquisition module respectively. Based on the illumination data, personnel signals and passenger information, it generates lighting control commands according to the preset strategy. The preset strategy includes obtaining the train position in real time through an independent positioning system. When the train enters the preset platform approach area, the lighting circuit is immediately triggered to start. When the positioning data is abnormal, based on the train arrival and departure timetable and production operation plan, the preset lighting circuit is activated before the train is scheduled to enter the station, and a dynamic buffer zone is generated based on historical delay data. If the train does not arrive on time, the lighting time is automatically extended until the buffer zone ends. The execution module, electrically connected to the control decision module, includes multiple independently controlled lighting circuits, which execute switching and brightness adjustment according to lighting control commands.

2. The intelligent platform lighting control system based on passenger transport linkage according to claim 1, characterized in that, The preset strategy also includes dynamic adjustment of the environment and human perception: When the natural light intensity is lower than the preset threshold and the human infrared sensor detects the presence of a person, the lighting brightness is adjusted according to the difference between the measured light intensity and the target value. When no one is detected in the area, the lighting brightness is automatically reduced to a preset low-illuminance energy-saving state.

3. The intelligent platform lighting control system based on passenger transport linkage according to claim 1, characterized in that, During the generation of dynamic buffers, the following is included: Collect historical delay duration data for trains at various time periods to form a historical delay duration sequence. ,in express The duration of the train's delay during the corresponding time period. Represents the total number of recorded train delay events; Simultaneously, train delay frequency data from different time periods are collected to form a delay frequency set. ,in This represents the frequency of delays in the j-th time period. This represents the total number of time periods divided into segments; Record the actual buffer demand duration for each delay to obtain a set of buffer demand durations. This serves as the data basis for generating dynamic buffers.

4. The intelligent platform lighting control system based on passenger transport linkage according to claim 3, characterized in that, Buffer setup time Historical delay duration of trains Delay frequency at different time periods linear regression model ; in, For the model's predicted delay buffer demand duration, The regression coefficient for the delay duration, The regression coefficients for the frequency of late arrivals are... This is the error term.

5. The intelligent platform lighting control system based on passenger transport linkage according to claim 4, characterized in that, After predicting buffer demand duration using the established buffer interval duration prediction model, the mean squared error function is defined to measure the deviation between the model's predicted values ​​and the actual values, thereby evaluating the model's fit to historical data. The expression for the mean squared error function is as follows: in, This represents the total number of delay events. For the first The actual buffer time required for the second delay. For the first The model predicts the buffer demand duration for the next later departure.

6. The intelligent platform lighting control system based on passenger transport linkage according to claim 5, characterized in that, The error function with respect to the parameters is calculated using the gradient descent method. and The gradients, and their calculation formulas are as follows: Iteratively update parameters according to the gradient descent direction. and The value is calculated until the error function converges to the preset threshold range.

7. The intelligent platform lighting control system based on passenger transport linkage according to claim 1, characterized in that, It also includes a fault self-testing module that is electrically connected to the data processing module and the execution module respectively. This module is used to periodically detect the working status of the sensor module, the execution module, and the lighting circuit, and generate a fault report when a fault is detected. At the same time, it sends the fault information to the maintenance personnel terminal through the railway passenger transport platform based on a preset network communication protocol.

8. The intelligent platform lighting control system based on passenger transport linkage according to claim 1, characterized in that, It also includes a meteorological input module that communicates with external meteorological data platforms to obtain real-time meteorological information for the area where the station is located.

Images