Method for calculating passenger flow on rail lines

Abstract

The present invention discloses a method for calculating passenger flow on a rail line, including: obtaining passenger track card swiping data and train operation schedule; processing the track card swiping data to obtain the track line table of passengers corresponding to the card swiping data, processing the train operation schedule to obtain the standard train schedule; matching the track line table of passengers with the standard train schedule four times according to consensus conditions, minimum time consumption threshold for entering and exiting the station, passenger willingness characteristics for selecting express cross-line, and the highest probability principle of exit time distribution to obtain the train number of the passenger; counting the total number of passengers on express and cross-line operating trains to obtain the rail express and cross-line passenger flow. The method for calculating passenger flow on a rail line of the present invention has the characteristics of high flexibility and low computing power requirements, can optimize the layout of express and cross-line stop sites, departure frequency, and train schedules, and provides guidance for the popularization and application of express and cross-line.

Description

Technical Field

[0001] The present invention relates to the field of urban rail transit analysis and management, and in particular to a method for calculating passenger flow of a rail line. Background Art

[0002] As rail transit operations become more complex, it is becoming increasingly difficult to obtain rail line passenger flow. In the past, urban rail transit operations were relatively simple, and it was easy to match passengers to rail lines based on passenger entry and exit information and rail line operation information, and then calculate rail line passenger flow.

[0003] The current rail transit operation is becoming more and more complex. Some cities in China have already started express line operations (express trains for major stations), and some cities have even started cross-line operations. Passengers can take both regular lines and express lines, and can reach their destinations by transferring between regular lines or by taking cross-line trains. Actual research shows that it is difficult to accurately distinguish regular line, express line, and cross-line passengers only by the difference in transit time, and it is very difficult to obtain the passenger flow of express lines and cross-line trains.

[0004] The "interconnection" of rail transit is a major trend. Express and cross-line operations can provide passengers with a more convenient travel experience, which can not only increase travel speed and reduce travel time, but also reduce the number of transfers and shorten waiting time. At the same time, it is also conducive to the integration and sharing of resources between rail lines and the optimization of rail vehicle configuration. At present, the methods for measuring passenger flow on rail express lines and cross-line lines are still in their infancy, and there is no mature technology for passenger flow measurement on express lines, cross-line lines and other lines. In the future, the scope of express and cross-line operations will be further expanded. Therefore, it is necessary to grasp the passenger flow of express and cross-line vehicles and the potential demand in the future, so as to better guide the next step of rail operation organization and vehicle deployment. Summary of the invention

[0005] In view of this, the purpose of the present invention is to overcome the defects in the prior art and provide a method for calculating the passenger flow of rail lines, which can optimize the layout of express and cross-line stop sites, departure frequency, and train schedules, and provide guidance for the popularization and application of express and cross-line lines.

[0006] The method for calculating the passenger flow of a rail line of the present invention comprises the following steps:

[0007] S1. Obtain the passenger's track card swiping data and train schedule; the track card swiping data includes the card number, card swiping time, gate number and entry and exit station number; the train schedule includes the train number, track line, departure station, departure time, passing station, passing station entry time, passing station exit time, terminal station and end time;

[0008] S2. Screen and process the passenger's track card data to obtain the passenger's route table; perform line analysis on the train schedule to obtain the standard train schedule;

[0009] S3. Perform travel and train matching on the passenger route table and the standard train schedule to obtain the initial matching result, and take the record with the unique train matching in the initial matching result as the successful record A1, and the record with the non-unique train matching as the record B1;

[0010] S4. The records in B1 whose entry and exit time is greater than the minimum entry and exit time threshold are taken as the secondary matching results, and the records with unique train matching in the secondary matching results are taken as successful records A2, and the records with non-unique train matching are taken as records B2;

[0011] S5. B2 is screened according to the priority matching principle of passengers taking express lines and cross-line lines, and three matching results are obtained. The record with the only train matching in the three matching results is taken as the successful record A3, and the record with the train matching that is not unique is taken as the record B3;

[0012] S6. Calculate the exit time distribution probability density function based on the successful records A1, A2 and A3, calculate the exit time distribution probability of B3 under the exit time distribution probability density function, and take the train combination with the highest distribution probability as the four matching results A4;

[0013] S7. A1, A2, A3 and A4 are merged to obtain a merged result, and travel records of taking express and cross-line trains are selected from the merged result to obtain express and cross-line passenger flows.

[0014] Furthermore, the passenger's track card swiping data is screened and processed to obtain the passenger's route table, which specifically includes:

[0015] S21. Calculate the travel path of the passenger's track card swiping data to obtain the passenger's travel path;

[0016] S22. Filter out travel paths that include two or more rail express lines and cross-line stop stations from the passenger's travel paths;

[0017] S23. The selected travel paths that match the rail lines with express lines and cross-over lines are used as the route paths with express lines; and the selected travel paths that match the rail lines without express lines and cross-over lines are used as the route paths without express lines;

[0018] S24. Calculate the number of transfers C1 for the route path including the express line and the number of transfers C2 for the route path not including the express line;

[0019] S25. Filter out the route paths with C1≤C2, and use the passengers corresponding to the route paths as the travel set P of passengers taking express lines and crossing lines;

[0020] S26. Add the rail line number, line direction, riding order, entry and exit line stations, and transfer stations to the passenger travel set P to obtain a passenger line table.

[0021] Furthermore, the train timetable is analyzed by line to obtain the standard train timetable, which specifically includes:

[0022] a. Standardize and clean the train schedule to obtain a cleaned train schedule; the standardized cleaning includes format standardization, cleaning non-operating stations, making up for missing entry and exit time, and increasing line numbers and line directions;

[0023] b. Perform cross-line feature processing on the cleaned train schedule to obtain a processed train schedule; the cross-line feature processing includes screening the trains with cross-line according to the track, adding line numbers according to the cross-line features, and format standardization;

[0024] c. Determine whether the starting and ending points of the train in the processed train timetable are consistent with the starting and ending points of the line. If so, obtain the train number K2 that is consistent with the starting and ending points of the line. If not, obtain the train number K1 that needs to be combined within the line and select the intermediate station of the line where the train number starts or stops as the transfer station within the line;

[0025] d. At the transfer stations on the line, train number K1 is combined with other train numbers including train number K2 according to the direction and time connection relationship to form a standard train timetable.

[0026] Furthermore, the passenger route table and the standard train timetable are matched with each other to obtain the initial matching result, which specifically includes:

[0027] S31. Match the passenger route table and the standard train schedule according to the matching conditions to obtain a matching result I; the matching conditions include that the passenger route table and the standard train schedule have the same route, the passenger route table and the standard train schedule have the same route direction, and the passenger route table entry and exit stations belong to the stop stations of the standard train schedule;

[0028] S32. Match the matching result I according to the consensus condition to obtain the matching result II; the consensus condition includes: for the passenger entry station, the passenger entry time of the passenger's route table is earlier than the train departure time of the standard train timetable; for the passenger exit station, the passenger exit time of the passenger's route table is later than the train arrival time of the standard train timetable;

[0029] S33. Determine whether there is a transfer trip in the matching result II. If so, the train combination that satisfies the requirement that the previous train arrives at the transfer station earlier than the subsequent train leaves the transfer station is taken as the matching result III; if not, the record of the trip without transfer is taken as the matching result IV;

[0030] S34. Combine the matching result III and the matching result IV to obtain the initial matching result.

[0031] Further, the entry and exit time being greater than the entry and exit minimum time consumption threshold means that the entry time is greater than the entry minimum time consumption threshold and the exit time is greater than the exit minimum time consumption threshold.

[0032] Furthermore, B2 is screened according to the priority matching principle of passengers taking express lines and cross-line lines, and three matching results are obtained, including:

[0033] S51. Calculate the number of stations n that passengers pass by on the express line;

[0034] S52. Determine whether the number of stations n≥3 or cx>0 is true. If so, the express line or cross-line train number is matched for the passenger when the first or second train arrives first; if not, the first train that arrives first is matched for the passenger according to the first-come-first-served principle; where cx=C2-C1, C2 is the number of transfers for the route without the express line, and C1 is the number of transfers for the route with the express line;

[0035] S53. Take the train number matched in step S52 as the third matching result.

[0036] Further, the step S6 specifically includes:

[0037] S61. Calculate the normal distribution eigenvalues ​​of the exit time corresponding to the successful records A1, A2 and A3;

[0038] S62. Determine the probability density function of the departure time distribution corresponding to the normal distribution eigenvalue of the departure time;

[0039] S63. Statistics B3 on the probability of distribution of departure time under the probability density function of departure time distribution;

[0040] S64. The train number combination with the highest probability in the departure time distribution probability is taken as the four-matching result A4.

[0041] The beneficial effects of the present invention are as follows: a method for calculating passenger flow on a rail line disclosed in the present invention matches travel that may take express lines or cross-line lines with train departure schedules, performs four matches based on consensus conditions, minimum time consumption threshold for entering and exiting stations, passenger willingness characteristics for choosing express lines and cross-line lines, and the principle of the highest probability of exit time distribution, restores passengers to the train, and then obtains the passenger flow for express and cross-line travel services. The present invention develops a matching algorithm for the travel characteristics of rail lines that operate across stations and lines, which meets actual needs; the algorithm gradually narrows the scope and focuses on the target line through layer-by-layer matching, and has the characteristics of high flexibility and low computing power requirements. The present invention can be used to understand the distribution of express and cross-line passenger flow, and can be used to optimize the layout of express and cross-line stations, departure frequency, train schedules, etc., and provides guidance for the popularization and application of express and cross-line lines. DETAILED DESCRIPTION

[0042] The present invention is further described below:

[0043] The method for calculating the passenger flow of a rail line of the present invention comprises the following steps:

[0044] S1. Obtain the passenger's track card swiping data and train schedule; the track card swiping data includes the card number, card swiping time, gate number and entry and exit station number; the train schedule includes the train number, the track line, the departure station, the departure time, the passing station, the passing station entry time, the passing station exit time, the terminal station and the end time; among them, the passenger's track card swiping data and the train schedule are the main input data of this method, which can be obtained through the rail transit operation management department;

[0045] S2. Screen and process the passenger's rail card swiping data to obtain a passenger route table; wherein, the rail card swiping data is first converted into the passenger travel path (i.e., the sequence of stations that the passenger passes through), and then converted into the route path that the passenger may take (for example, entering the station at Station A to take the L1 line, then transferring to the L2 line at Station B, and exiting the station at Station C). At the same time, travel records that are not related to express lines and cross-line travel are gradually eliminated, and finally a passenger route table is obtained, thereby reducing the amount of calculation.

[0046] Conduct line analysis on the train operation timetable to obtain the standard train timetable;

[0047] S3. Perform travel and train matching on the passenger route table and the standard train schedule to obtain the initial matching result, and take the record with the unique train matching in the initial matching result as the successful record A1, and the record with the non-unique train matching as the record B1;

[0048] S4. The records in B1 whose entry and exit time is greater than the minimum entry and exit time threshold are taken as the secondary matching results, and the records with unique train matching in the secondary matching results are taken as successful records A2, and the records with non-unique train matching are taken as records B2;

[0049] S5. B2 is screened according to the priority matching principle of passengers taking express lines and cross-line lines, and three matching results are obtained. The record with the only train matching in the three matching results is taken as the successful record A3, and the record with the train matching that is not unique is taken as the record B3;

[0050] S6. Calculate the exit time distribution probability density function based on the successful records A1, A2 and A3, calculate the exit time distribution probability of B3 under the exit time distribution probability density function, and take the train combination with the highest distribution probability as the four matching results A4;

[0051] S7. A1, A2, A3 and A4 are combined to obtain a combined result, and travel records of taking express and cross-line trains are selected from the combined result to obtain the express and cross-line passenger flow. The express and cross-line passenger flow can be obtained by counting the total number of passengers in the travel records of taking express and cross-line trains.

[0052] In this embodiment, the passenger's track card swiping data is screened and processed to obtain the passenger's route table, which specifically includes:

[0053] S21. Calculate the travel path of the passenger's track card swiping data to obtain the passenger's travel path; the travel path calculation adopts the existing technology and will not be repeated here; the passenger's travel path is the sequence of stations passed by the passenger;

[0054] S22. Filter out travel paths that contain two or more rail express lines and cross-line stops from the passenger's travel paths; the passenger's travel path must contain two or more express lines and cross-line stops before the passenger can choose to take the rail express line and cross-line, thereby excluding travel paths that are not related to the express line and cross-line;

[0055] S23. The selected travel paths that match the rail lines with express lines and cross-over lines are used as the route paths with express lines; and the selected travel paths that match the rail lines without express lines and cross-over lines are used as the route paths without express lines;

[0056] S24. Calculate the number of transfers C1 for the route path including the express line and the number of transfers C2 for the route path not including the express line;

[0057] S25. If the number of passengers' transfers will not increase when they take the express line or cross the line, the line paths with C1≤C2 are selected, and the passengers corresponding to the line paths are taken as the travel set P of passengers taking the express line or cross the line;

[0058] S26. Add the rail line number, line direction, riding order, entry and exit line stations, and transfer stations to the passenger travel set P to obtain a passenger travel line table. Table 1 shows an example of a passenger travel line table.

[0059] Table 1

[0060]

[0061] In this embodiment, the train operation timetable is analyzed by line analysis to obtain the standard train timetable, which specifically includes:

[0062] a. Standardize and clean the train schedule to obtain a cleaned train schedule; the standardized cleaning includes format standardization, cleaning non-operating stations, making up for missing entry and exit time, and increasing line numbers and line directions;

[0063] b. Perform cross-line characteristic line processing on the cleaned train timetable to obtain a processed train timetable; the cross-line characteristic line processing includes screening trains with cross-line according to the track, adding line numbers according to the cross-line characteristics, and format standardization; that is, distinguishing the trains with cross-station and cross-line operation characteristics in actual operation, including express lines or cross-lines, from the fixed track lines, defining new track line numbers, and arranging the trains, new line numbers, stop stations, entry and exit times and other information into the train timetable in a standard format.

[0064] c. Determine whether the starting and ending points of the train in the processed train timetable are consistent with the starting and ending points of the line. If so, obtain the train number K2 that is consistent with the starting and ending points of the line. If not, obtain the train number K1 that needs to be combined within the line and select the intermediate station of the line where the train number starts or stops as the transfer station within the line;

[0065] d. At the transfer station within the line, train number K1 is combined with other train numbers including train number K2 according to the direction and time connection relationship to form a standard train timetable. That is, in order to deal with the situation in which the starting and ending points of different trains on the same line are inconsistent and the line connection is repeated in actual operation, it is necessary to convert the transfer trip within the line into a standard train service. Get the train number whose starting and ending points are inconsistent with the starting and ending points of the line, and combine it with the subsequent train number at the terminal station to form a new train, define the new train number, and arrange the new train number, line number, stop station, entry and exit time and other information into the train timetable in a standard format. Table 2 shows an example of a standard train timetable.

[0066] Table 2

[0067] Train Rail Line Site Stops Line direction Pit time Departure time 1751 Line 6 Cai Family 1 -1 9:26:15 9:26:55 1751 Line 6 Caojiawan 2 -1 9:29:00 9:29:35 1751 Line 6 Golden Mount Temple 3 -1 9:33:50 9:34:25 1751 Line 6 Lijia 4 -1 9:36:10 9:36:50 1751 Line 6 Jiuqu River 5 -1 9:38:35 9:39:10 1751 Line 6 Kangzhuang 6 -1 9:41:15 9:41:50 1751 Line 6 Big Bamboo Forest 7 -1 9:43:00 9:43:40 1751 Line 6 Photoelectric Park 8 -1 9:46:45 9:47:35

[0068] In this embodiment, the passenger route table and the standard train schedule are matched with each other to obtain the initial matching result, which specifically includes:

[0069] S31. Match the passenger route table and the standard train schedule according to the matching conditions to obtain a matching result I; the matching conditions include that the passenger route table and the standard train schedule have the same route, the passenger route table and the standard train schedule have the same route direction, and the entry and exit stations of the passenger route table are the stop stations of the standard train schedule; that is, the passenger route table and the standard train schedule that meet the above matching conditions are taken as the matching result I;

[0070] S32. Match the matching result I according to the consensus condition to obtain the matching result II; the consensus condition includes: for the passenger entry station, the passenger entry time of the passenger's route table is earlier than the train departure time of the standard train timetable; for the passenger exit station, the passenger exit time of the passenger's route table is later than the train arrival time of the standard train timetable;

[0071] S33. Determine whether there is a transfer trip in the matching result II. If so, the train combination that satisfies the requirement that the previous train arrives at the transfer station earlier than the subsequent train leaves the transfer station is taken as the matching result III; if not, the record of the trip without transfer is taken as the matching result IV;

[0072] S34. Combine the matching result III and the matching result IV to obtain the initial matching result, wherein the combined result is the initial matching result.

[0073] In this embodiment, the entry and exit time is greater than the minimum entry and exit time threshold, which means that the entry time is greater than the minimum entry time threshold and the exit time is greater than the minimum exit time threshold. The entry time refers to the time interval between the passenger's entry card swiping time and the matching train leaving the station at the passenger's starting station; the exit time refers to the time interval between the passenger's exit card swiping time and the matching train arriving at the station at the passenger's terminal station. The entry and exit minimum time thresholds should be assigned values ​​through investigations based on the actual conditions of the station. In this embodiment, based on the results of a sample survey, the entry and exit minimum time threshold is 30 seconds, and the exit minimum time threshold is 30 seconds.

[0074] In this embodiment, it is found through investigation that passengers are willing to wait for one more bus to take the express line or cross-line when the number of stations passed by the express line is greater than 2 or the number of transfers can be reduced by taking the cross-line.

[0075] B2 is screened according to the priority matching principle of passengers taking express lines and cross-line lines, and three matching results are obtained, including:

[0076] S51. Calculate the number of stations n that the passenger passes by on the express line; wherein, the sequence seq of taking the express line and the cross-line is determined according to the passenger's route table, so that the number of stations n that the passenger passes by on the express line can be calculated; the sequence seq refers to the order of the express line and the cross-line in the route path. The stations that the passenger passes by on the express line include the express line's stop stations and non-stop stations;

[0077] S52. Determine whether the number of stations n≥3 or cx>0 is true. If so, the express line or cross-line train number is matched for the passenger when the first or second train arrives first; if not, the first train that arrives first is matched for the passenger according to the first-come-first-served principle; where cx=C2-C1, C2 is the number of transfers for the route without the express line, and C1 is the number of transfers for the route with the express line;

[0078] S53. Take the train number matched in step S52 as the third matching result.

[0079] In this embodiment, step S6 specifically includes:

[0080] S61. Calculate the normal distribution eigenvalues ​​of the exit time corresponding to the successful records A1, A2 and A3;

[0081] S62. Determine the probability density function of the departure time distribution corresponding to the normal distribution eigenvalue of the departure time;

[0082] S63. Statistics B3 on the probability of distribution of departure time under the probability density function of departure time distribution;

[0083] S64. The train number combination with the highest probability in the departure time distribution probability is taken as the four matching results A4. The normal distribution characteristic value, distribution probability density function and distribution probability are all calculated or determined using existing technologies, which will not be described in detail here.

[0084] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the present invention, which should be included in the scope of the claims of the present invention.

Claims

1. A method for calculating passenger flow on a rail line, characterized in that: The steps include: S1. Obtain the passenger's track card swiping data and train schedule; the track card swiping data includes the card number, card swiping time, gate number and entry and exit station number; the train schedule includes the train number, track line, departure station, departure time, passing station, passing station entry time, passing station exit time, terminal station and end time; S2. Screen and process the passenger's track card swiping data to obtain a passenger route table; Conduct line analysis on the train operation timetable to obtain the standard train timetable; The passenger's track card swiping data is screened and processed to obtain the passenger's route table, which includes: S21. Calculate the travel path of the passenger's track card swiping data to obtain the passenger's travel path; S22. Filter out travel paths that include two or more rail express lines and cross-line stop stations from the passenger's travel paths; S23. The selected travel paths that match the rail lines with express lines and cross-over lines are used as the route paths with express lines; and the selected travel paths that match the rail lines without express lines and cross-over lines are used as the route paths without express lines; S24. Calculate the number of transfers C1 for the route path including the express line and the number of transfers C2 for the route path not including the express line; S25. Filter out the route paths with C1≤C2, and use the passengers corresponding to the route paths as the travel set P of passengers taking express lines and crossing lines; S26. Add the rail line number, line direction, riding order, entry and exit line stations, and transfer stations to the passenger travel set P to obtain a passenger line table; Conduct line analysis on the train timetable to obtain the standard train timetable, including: a. Standardize and clean the train schedule to obtain a cleaned train schedule; the standardized cleaning includes format standardization, cleaning non-operating stations, making up for missing entry and exit time, and increasing line numbers and line directions; b. Perform cross-line feature processing on the cleaned train schedule to obtain a processed train schedule; the cross-line feature processing includes screening the trains with cross-line according to the track, adding line numbers according to the cross-line features, and format standardization; c. Determine whether the starting and ending points of the train in the processed train timetable are consistent with the starting and ending points of the line. If so, obtain the train number K2 that is consistent with the starting and ending points of the line. If not, obtain the train number K1 that needs to be combined within the line and select the intermediate station of the line where the train number starts or stops as the transfer station within the line; d. At the transfer station on the line, train number K1 is combined with other train numbers including train number K2 according to the direction and time connection relationship to form a standard train timetable; S3. Perform travel and train matching on the passenger route table and the standard train schedule to obtain the initial matching result, and take the record with the unique train matching in the initial matching result as the successful record A1, and the record with the non-unique train matching as the record B1; S4. The records in B1 whose entry and exit time is greater than the minimum entry and exit time threshold are taken as the secondary matching results, and the records with unique train matching in the secondary matching results are taken as successful records A2, and the records with non-unique train matching are taken as records B2; S5. B2 is screened according to the priority matching principle of passengers taking express lines and cross-line lines, and three matching results are obtained. The record with the only train matching in the three matching results is taken as the successful record A3, and the record with the train matching that is not unique is taken as the record B3; S6. Calculate the exit time distribution probability density function based on the successful records A1, A2 and A3, calculate the exit time distribution probability of B3 under the exit time distribution probability density function, and take the train combination with the highest distribution probability as the four matching results A4; S7. A1, A2, A3 and A4 are merged to obtain a merged result, and travel records of taking express and cross-line trains are selected from the merged result to obtain express and cross-line passenger flows.

2. The method for calculating the passenger flow of a rail line according to claim 1, characterized in that: The passenger route table and the standard train timetable are matched with each other to obtain the initial matching results, including: S31. Match the passenger route table and the standard train schedule according to the matching conditions to obtain a matching result I; the matching conditions include that the passenger route table and the standard train schedule have the same route, the passenger route table and the standard train schedule have the same route direction, and the passenger route table entry and exit stations belong to the stop stations of the standard train schedule; S32. Match the matching result I according to the consensus condition to obtain the matching result II; the consensus condition includes: for the passenger entry station, the passenger entry time of the passenger's route table is earlier than the train departure time of the standard train timetable; for the passenger exit station, the passenger exit time of the passenger's route table is later than the train arrival time of the standard train timetable; S33. Determine whether there is a transfer trip in the matching result II. If so, the train combination that satisfies the requirement that the previous train arrives at the transfer station earlier than the subsequent train leaves the transfer station is taken as the matching result III; if not, the record of the trip without transfer is taken as the matching result IV; S34. Combine the matching result III and the matching result IV to obtain the initial matching result.

3. The method for calculating the passenger flow of a rail line according to claim 1, characterized in that: The entry and exit time being greater than the entry and exit minimum time consumption threshold means that the entry time is greater than the entry minimum time consumption threshold and the exit time is greater than the exit minimum time consumption threshold.

4. The method for calculating the passenger flow of a rail line according to claim 1, characterized in that: B2 is screened according to the priority matching principle of passengers taking express lines and cross-line lines, and three matching results are obtained, including: S51. Calculate the number of stations n that passengers pass by on the express line; S52. Determine whether the number of stations n≥3 or cx>0 is true. If so, the express line or cross-line train number is matched for the passenger when the first or second train arrives first; if not, the first train that arrives first is matched for the passenger according to the first-come-first-served principle; where cx=C2-C1, C2 is the number of transfers for the route without the express line, and C1 is the number of transfers for the route with the express line; S53. Take the train number matched in step S52 as the third matching result.

5. The method for calculating the passenger flow of a rail line according to claim 1, characterized in that: The step S6 specifically includes: S61. Calculate the normal distribution eigenvalues ​​of the exit time corresponding to the successful records A1, A2 and A3; S62. Determine the probability density function of the departure time distribution corresponding to the normal distribution eigenvalue of the departure time; S63. Statistics B3 on the probability of distribution of departure time under the probability density function of departure time distribution; S64. The train number combination with the highest probability in the departure time distribution probability is taken as the four-matching result A4.

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