Method and apparatus for determining a run adjustment scheme

Abstract

The application provides a method and device for determining operation adjustment schemes, wherein the method comprises: comparing index data of a line with preset index thresholds of the index data to determine over-limit index data; determining multiple operation diagram adjustment modes of the line based on the over-limit index data, adjusting an original operation diagram of the line to obtain multiple adjusted operation diagrams of the line; and inputting the index data and corresponding prediction data of the index data into the multiple adjusted operation diagrams respectively to obtain multiple operation adjustment schemes of the line. The method and device for determining operation adjustment schemes provided by the application determine multiple adjustment modes of the original operation diagram through over-limit index data in the line, realize real-time adjustment of the operation diagram according to real-time line operation states, input the index data and prediction data into the multiple adjusted operation diagrams to obtain multiple operation adjustment schemes of the line, and realize automatic and rapid determination of the operation adjustment schemes according to real-time operation states.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method and apparatus for determining an operation adjustment scheme. Background Technology

[0002] The existing rail transit operating system is becoming increasingly mature, with subway lines experiencing shorter headways and continuously improving capacity. The existing operating system can basically meet the capacity requirements, and there is sufficient experience to skillfully handle peak hours and large passenger flows during holidays.

[0003] Existing rail transit operation measures are determined based on historical data analysis and are effective in resolving issues during normal operation. However, they cannot be implemented exactly as historically predicted in case of unforeseen circumstances, leading to two consequences. When passenger volume is lower than historically expected, it results in higher train vacancy rates and wasted energy. Conversely, when passenger volume is higher than historically expected, it can cause passenger congestion at some stations and decreased passenger satisfaction.

[0004] Therefore, how to automatically and quickly determine the corresponding operational adjustment plan based on real-time operational conditions is an important issue that the industry urgently needs to address. Summary of the Invention

[0005] This invention provides a method and apparatus for determining an operation adjustment plan, which solves the technical problem in the prior art that the operation plan determined based on historical data cannot automatically and quickly determine the corresponding operation adjustment plan for emergencies.

[0006] This invention provides a method for determining an operational adjustment scheme, comprising:

[0007] The system acquires indicator data for rail transit lines, compares the indicator data with preset indicator thresholds, and identifies out-of-limit indicator data in the indicator data, which includes passenger flow indicator data and train capacity indicator data.

[0008] Based on the over-limit index data, multiple timetable adjustment methods for the line are determined, and based on the multiple timetable adjustment methods, the original timetable of the line is adjusted to obtain multiple adjusted timetables for the line.

[0009] The indicator data and the corresponding prediction data are input into the multiple adjusted operation diagrams to obtain multiple operation adjustment schemes for the line.

[0010] According to a method for determining an operational adjustment scheme provided by the present invention, the step of comparing the indicator data with a preset indicator threshold of the indicator data to determine the out-of-limit indicator data in the indicator data includes:

[0011] Based on the historical data of the indicator data, a preset indicator threshold is determined for the indicator data.

[0012] The indicator data is compared with the preset indicator threshold to determine the indicator data that exceeds the limit and whose difference from the preset indicator threshold is greater than the preset difference threshold.

[0013] According to a method for determining an operation adjustment scheme provided by the present invention, the passenger flow index data includes at least one of the following: inbound passenger flow, outbound passenger flow, transfer passenger flow, traffic volume, waiting time passenger distribution, waiting trip passenger distribution, waiting number of passengers, and instantaneous passenger flow.

[0014] The train capacity indicators include at least one of the following: passenger volume, instantaneous passenger volume, interval capacity, passenger turnover, load intensity, passenger intensity, interval load factor, train load factor, and station passenger volume.

[0015] According to a method for determining an operation adjustment scheme provided by the present invention, after obtaining the index data of the rail transit line, the method further includes:

[0016] When the route is a single route, the passenger flow index data in the index data includes: passenger flow entering the station, passenger flow exiting the station, passenger flow at the transfer station, traffic volume, passenger distribution during waiting time, passenger distribution for the number of trips, number of passengers waiting, and instantaneous passenger flow.

[0017] The train capacity indicators mentioned include: line passenger volume, line section capacity, line passenger turnover, line load intensity, line passenger intensity, line section load factor, line train load factor, and line station passenger volume.

[0018] According to a method for determining an operation adjustment scheme provided by the present invention, after obtaining the index data of the rail transit line, the method further includes:

[0019] When the route is a nationwide route, the passenger flow index data in the index data includes: nationwide inbound passenger flow, nationwide outbound passenger flow, nationwide transfer station passenger flow, nationwide traffic volume, nationwide waiting time passenger distribution, and nationwide instantaneous passenger flow.

[0020] The train capacity indicators mentioned include: total network passenger volume, total network instantaneous passenger volume, total network inter-regional capacity, total network passenger turnover, total network load intensity, total network passenger intensity, total network inter-regional load factor, and total network train load factor.

[0021] According to the method for determining an operational adjustment scheme provided by the present invention, the predicted data corresponding to the indicator data is determined based on the historical data of the indicator data at the same time.

[0022] The present invention also provides an apparatus for determining an operation adjustment scheme, comprising:

[0023] The module for determining excess index data is used to acquire index data of rail transit lines, compare the index data with preset index thresholds of the index data, and determine the excess index data in the index data. The index data includes passenger flow index data and train capacity index data.

[0024] The operation schedule adjustment module is used to determine multiple operation schedule adjustment methods for the line based on the over-limit index data, and adjust the original operation schedule of the line based on the multiple operation schedule adjustment methods to obtain multiple adjusted operation schedules for the line.

[0025] The scheme determination module is used to input the indicator data and the corresponding prediction data into the multiple adjusted operation diagrams to obtain multiple operation adjustment schemes for the line.

[0026] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method for determining the operating adjustment scheme as described above.

[0027] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the method for determining the operation adjustment scheme as described above.

[0028] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the method for determining the operation adjustment scheme as described above.

[0029] The present invention provides a method and apparatus for determining operational adjustment schemes. By determining the excess capacity index data of a rail transit line, multiple adjustment methods for the original timetable are identified. Based on the determined multiple adjustment methods, multiple adjusted timetables for the line are determined, realizing real-time adjustment of the timetable according to the real-time line operating status. By inputting the index data and predicted data into the multiple adjusted timetables, multiple operational adjustment schemes for the line are obtained. This enables the automatic and rapid determination of the corresponding operational adjustment scheme based on real-time operating conditions, providing a reference for subsequent dispatchers to determine operational adjustment schemes. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in this invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly described below. Obviously, the accompanying drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a flowchart illustrating the method for determining the operational adjustment scheme provided by the present invention;

[0032] Figure 2 This is a schematic diagram of the structure of the device for determining the operation adjustment scheme provided by the present invention;

[0033] Figure 3 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0035] Figure 1 A flowchart illustrating the method for determining the operational adjustment scheme provided by this invention. (Refer to...) Figure 1 The method for determining the operation adjustment scheme provided by the present invention may include:

[0036] Step 110: Obtain the indicator data of the rail transit line, compare the indicator data with the preset indicator threshold of the indicator data, and determine the over-limit indicator data in the indicator data. The indicator data includes passenger flow indicator data and train capacity indicator data.

[0037] Step 120: Based on the over-limit index data, determine multiple timetable adjustment methods for the line, and adjust the original timetable of the line based on the multiple timetable adjustment methods to obtain multiple adjusted timetables for the line;

[0038] Step 130: Input the indicator data and the corresponding prediction data into the multiple adjusted operation diagrams to obtain multiple operation adjustment schemes for the line.

[0039] The execution subject of the method for determining the operation adjustment scheme provided by this invention can be an electronic device, a component in the electronic device, an integrated circuit, or a chip. The electronic device can be a mobile electronic device or a non-mobile electronic device. For example, a mobile electronic device can be a mobile phone, tablet computer, laptop computer, PDA, ultra-mobile personal computer (UMPC), netbook, or personal digital assistant (PDA), etc., while a non-mobile electronic device can be a server, network attached storage (NAS), or personal computer (PC), etc. This invention does not impose specific limitations.

[0040] The following describes the technical solution of the present invention in detail using the method for determining the operation adjustment scheme provided by the present invention through computer execution as an example.

[0041] In step 110, the indicator data of the rail transit lines are acquired, and the acquired indicator data is compared with the preset indicator thresholds of the corresponding indicator data to determine the exceeding indicator data. Here, the line indicator data refers to the passenger flow indicator data and the train capacity indicator data of the lines.

[0042] In rail transit, the key performance indicators (KPIs) for a line include passenger flow indicators and train capacity indicators. Passenger flow indicators reflect the quantity and distribution of passengers on the line. These KPIs can include inbound passenger flow, outbound passenger flow, transfer passenger flow, total travel volume, distribution of people waiting for trains during waiting time, distribution of people waiting for trains on the number of trains, number of people waiting for trains, and instantaneous passenger flow.

[0043] Train capacity indicators reflect the passenger flow that trains can carry on a line. Train capacity indicators can include passenger volume, instantaneous passenger volume, section capacity, passenger turnover, load intensity, passenger intensity, section load factor, train load factor, and passenger flow distribution.

[0044] After acquiring the line's indicator data, the acquired indicator data is compared with preset indicator thresholds. Understandably, for indicator data at a specific moment, historical indicator data from that moment can be selected as the preset indicator threshold. Based on the preset indicator thresholds, it is determined whether the current indicator data is within the normal range.

[0045] The acquired indicator data is compared with the corresponding preset indicator thresholds to identify the out-of-limit indicator data. This involves comparing each item in the indicator data with its corresponding preset indicator threshold to determine the out-of-limit indicator data. Out-of-limit indicator data can be data that is significantly larger than the preset indicator threshold.

[0046] Under normal operating conditions, the key performance indicators (KPIs) of rail transit lines generally do not fluctuate significantly and remain largely consistent with historical data. However, unforeseen circumstances within each rail transit line can cause substantial changes in these KPIs. For example, a large-scale event held temporarily on a line, a station malfunction, or a major natural disaster could all lead to significant fluctuations in passenger flow. Comparing the KPI data with the corresponding preset threshold values ​​can identify the key data points causing these fluctuations.

[0047] In step 120, after determining the out-of-limit index data in the index data, multiple timetable adjustment methods for the line are determined based on the out-of-limit index data. Based on the determined multiple timetable adjustment methods, the original timetable of the line is adjusted to obtain multiple adjusted timetables for the line.

[0048] A train timetable is a technical document that shows the operation of trains within a railway section and their arrival, departure, or passage times at stations. It forms the basis for organizing train operations across the entire railway network. The timetable specifies the procedures for each train's occupation of a section, the arrival and departure (or passage) times at each station, the train's travel time within the section, the train's dwell time at stations, locomotive routes, train weight, and length, etc. It is a graphical representation of the train timetable, specifying the time each train travels within a section and its arrival, departure, and passage at stations. The train timetable is a diagrammatic representation of the temporal and spatial relationships of train operations; it is a two-dimensional line drawing showing the train's operation within each section and its stopping or passing status at each station.

[0049] The original train schedule for the line is determined based on historical data. In the event of an emergency on the line, the over-limit / over-limit data is determined. Based on this determined data, the original schedule can be adjusted to obtain a revised schedule.

[0050] The data exceeding limits includes passenger flow and train capacity limits. When exceeding limits, if passenger flow increases or decreases, the original timetable can be adjusted accordingly. For example, if passenger flow has already exceeded the upper limit or is predicted to soon exceed it, from a network perspective, there are three main directions for timetable adjustments: reducing the interval between trains on the same line, increasing temporary train services, and adjusting the operation of long and short routes on lines that can cross lines to alleviate large passenger flows at local stations. These adjustments can be combined in multiple ways. For extremely large passenger flows, station staff can guide passengers to choose the optimal transfer method. When passenger flow decreases to or is about to exceed the lower limit, timetable adjustments can include increasing the interval between trains, removing temporary trains, and reducing planned train services if necessary. For lines that cross lines, long and short routes can be adjusted comprehensively. These measures can be combined to generate multiple plans, thus determining multiple timetable adjustment methods and obtaining multiple adjusted timetables for the lines.

[0051] In step 130, the acquired indicator data and the corresponding forecast data are input into multiple adjusted operation charts. Based on the input indicator data and forecast data, these multiple adjusted operation charts are used to simulate and obtain multiple operation adjustment schemes for the current line.

[0052] The predicted data corresponding to the indicator data can be the data five minutes after the current indicator data. The predicted data can be obtained by retrieving the data five minutes after the current indicator data within the same historical time period. Alternatively, it can be determined by retrieving the data five minutes after the same historical data point as the current indicator data.

[0053] Understandably, current rail transit planning decisions rely entirely on computer-based adjustments, which may lead to errors or unreasonable deviations. By obtaining multiple operational adjustment plans and compiling them into reports for the line dispatchers, who then make the final decision on the implemented plan, rapid adjustments to rail transit line operations can be achieved while ensuring safety.

[0054] Optionally, for multiple adjusted operation diagrams of the line, since the amount of data is relatively large during the simulation of each operation diagram, the simulation and deduction of the operation diagrams can be carried out in an asynchronous and parallel manner to obtain multiple operation adjustment schemes for the line with multiple operation diagrams.

[0055] The operation adjustment plan can include two parts of information: the actual operation data up to the current time, and the forecast information for the next five minutes starting from the current time. The operation adjustment plan can be based on network diagram markings and a plan report. The network diagram marks information such as section load factor and the number of passengers entering and leaving stations for dispatchers' reference.

[0056] The method for determining operational adjustment schemes provided in this invention determines multiple adjustment methods for the original timetable by identifying excess capacity index data in the rail transit line. Based on the identified multiple adjustment methods, multiple adjusted timetables are determined for the line, enabling real-time adjustment of the timetable according to the real-time line operating status. By inputting the index data and predicted data into the multiple adjusted timetables, multiple operational adjustment schemes for the line are obtained. This enables the automatic and rapid determination of the corresponding operational adjustment scheme based on real-time operating conditions, providing a reference for subsequent dispatchers to determine operational adjustment schemes.

[0057] In one embodiment, comparing the indicator data with a preset indicator threshold of the indicator data to determine the out-of-limit indicator data in the indicator data includes: determining the preset indicator threshold of the indicator data based on the same historical time data of the indicator data; comparing the indicator data with the preset indicator threshold to determine the out-of-limit indicator data in the indicator data whose difference from the preset indicator threshold is greater than a preset difference threshold.

[0058] Based on historical data from the same point in time for the current indicator data, a preset threshold for the current indicator data is determined. It is understandable that, under normal operating conditions, the indicator data at a given moment will not differ significantly from the corresponding historical data.

[0059] As needed, a specific preset difference threshold can be set to determine the difference between the current indicator data and the preset indicator threshold. If the difference is greater than or less than the preset difference threshold, it can be determined that the difference between the current indicator data and the preset indicator threshold is too large, and the current line operation can be determined to be abnormal.

[0060] The method for determining the operation adjustment scheme provided in this embodiment of the invention compares the indicator data with the preset indicator threshold by setting a preset difference threshold. This enables the determination of the difference between the indicator data in the current line and the preset indicator threshold, as well as the determination of the out-of-limit indicator data. This provides a basis for the subsequent determination of abnormal line operation and the adjustment of the line operation scheme based on the out-of-limit indicator data.

[0061] In one embodiment, passenger flow index data includes at least one of the following: inbound passenger flow, outbound passenger flow, transfer passenger flow, traffic volume, waiting time passenger distribution, waiting number of trains distribution, number of waiting passengers, and instantaneous passenger flow; the train capacity index data includes at least one of the following: passenger volume, instantaneous passenger volume, interval capacity, passenger turnover, load intensity, passenger intensity, interval load factor, train load factor, and station distribution volume.

[0062] Passenger flow data reflects the number and distribution of passengers on the line. Train capacity data reflects the passenger volume that trains on the line can carry.

[0063] The passenger flow indicators in the data include at least one of the following: passenger flow entering the station, passenger flow exiting the station, passenger flow transferring, traffic volume, passenger distribution during waiting time, passenger distribution for waiting trips, number of passengers waiting, and instantaneous passenger flow.

[0064] Among them, the inbound passenger flow refers to the total number of people entering the station within a unit of time; the outbound passenger flow refers to the total number of people leaving the station within a unit of time; the transfer passenger flow refers to the number of transfer passengers within a unit of time; the traffic volume refers to the traffic volume between the origin and destination of the line within a unit of time; the waiting time passenger distribution refers to the distribution of waiting time passengers at each platform of the line within a unit of time; the number of waiting passengers refers to the distribution of waiting passengers at each station within a unit of time; the number of waiting passengers refers to the total number of waiting passengers at each station within a unit of time; and the instantaneous passenger flow refers to the instantaneous passenger flow of the station within a unit of time.

[0065] The train capacity indicators in the route indicator data include at least one of the following: passenger volume, instantaneous passenger volume, section capacity, passenger turnover, load intensity, passenger intensity, section load factor, train load factor, and station passenger volume.

[0066] Among them, passenger volume refers to the passenger volume of the line per unit time; instantaneous passenger volume refers to the instantaneous passenger volume at each moment within a unit time; interval capacity refers to the capacity of each interval within a unit time; passenger turnover refers to the number of passenger turnovers on the line on the day; load intensity refers to the load intensity of each line on the day; passenger intensity refers to the passenger intensity of each line on the day; interval load factor refers to the load factor of each interval within a unit time; train load factor refers to the number of passengers on board in each train interval within a unit time; and station passenger volume refers to the passenger volume of each station on the day.

[0067] Optionally, the unit time can be set to five minutes, depending on the subsequent calculation requirements of the rail transit operation data.

[0068] The method for determining the operation adjustment plan provided in this embodiment of the invention provides a foundation for determining the specific data of the operation adjustment plan based on the indicator data by determining the specific indicator data contained in the passenger flow indicator data and the train capacity indicator data.

[0069] In one embodiment, after obtaining the indicator data of a rail transit line, the method further includes: when the line is a single line, the passenger flow indicator data in the indicator data includes: line inbound passenger flow, line outbound passenger flow, line transfer station passenger flow, line traffic volume, line waiting time passenger distribution, line waiting trip passenger distribution, line waiting number, and line instantaneous passenger flow; the train capacity indicator data in the indicator data includes: line passenger volume, line section capacity, line passenger turnover, line passenger intensity, line section load factor, line train load factor, and line station distribution volume.

[0070] When the line is a single line, i.e., it contains only one route, the indicator data for that single line are determined. The passenger flow indicator data for this single line includes: passenger flow entering the line, passenger flow leaving the line, passenger flow at the line transfer station, traffic volume of the line, distribution of people waiting for the line during waiting time, distribution of people waiting for the line on the number of trains, number of people waiting for the line, and instantaneous passenger flow of the line; the train capacity indicator data for this single line includes: line passenger volume, line section capacity, line passenger turnover, line load intensity, line passenger intensity, line section load factor, line train load factor, and line station distribution volume.

[0071] Optionally, for a single route, generate 5-minute passenger flow indicator data, including:

[0072] The passenger flow entering the line is the passenger flow entering each physical station of the line in the past 5 minutes. The acquisition rule is: the number of passengers entering the line for each physical station is accumulated.

[0073] The outbound passenger flow of the line is the outbound passenger flow of each physical station on the line in the past 5 minutes. The acquisition rule is: to accumulate the outbound passengers corresponding to each physical station on the line.

[0074] Passenger flow at transfer stations is the passenger flow at each physical station on the line over the past 5 minutes. The acquisition rule is to accumulate the transfer passengers corresponding to each physical station on the line.

[0075] The route traffic volume is the traffic volume between the route's origin and destination within the past 5 minutes. The acquisition rule is: to count the number of passengers corresponding to all origins and destinations (cumulatively, the origin and destination of each passenger's entry data are calculated).

[0076] The passenger distribution during waiting time on the line is the distribution of passengers waiting at each platform over the past 5 minutes. The acquisition rule is: if a passenger is in a waiting or boarding state at a certain platform at the current time, and the passenger's waiting time exceeds 30 seconds, then the passenger can be identified as a waiting passenger.

[0077] The distribution of passengers waiting for trains on the route is the distribution of passengers waiting for trains at each physical station on the route in the past 5 minutes. The acquisition rule is: the distribution of passengers who missed trains at each physical station (for example: 300 passengers missed train 0, 100 passengers missed train 1, 200 passengers missed train 2, and the number of trains waiting is equal to the number of missed trains + 1).

[0078] The number of passengers waiting for the train on the line is the number of passengers waiting at each physical station in the past 5 minutes. The acquisition rule is: the number of passengers waiting at each station is accumulated based on the physical station and the waiting status.

[0079] The instantaneous passenger flow of the line is the instantaneous passenger flow of each physical station on the line at each time point within the past 5 minutes. The calculation rule is: Instantaneous passenger flow of the line = Real-time cumulative inbound passenger flow - Real-time cumulative outbound passenger flow.

[0080] For a single line, train capacity index data is generated in 5-minute intervals, including:

[0081] The line passenger volume is the passenger volume of each physical station on the line in the past 5 minutes. The acquisition rule is: physical station entry volume + physical station transfer volume.

[0082] The route's capacity per section is the capacity of each section of the route over the past 5 minutes. The acquisition rule is as follows: The route has a passenger capacity; the capacity for the current section over the past 5 minutes is calculated as: capacity * number of unique train numbers within the section. Here, the capacity refers to the number of passengers a vehicle is authorized to carry, and the number of unique train numbers within the section represents the total number of non-duplicate trains within that section.

[0083] The passenger turnover of a route is the current passenger turnover of that route on that day. The calculation rule is: the sum of the travel distances of passengers on this route.

[0084] The line load intensity is the current passenger traffic intensity of the line on that day. The calculation rule is: daily passenger turnover of the line / operating mileage of the line.

[0085] The route passenger load intensity is the current passenger load intensity of the route on that day. The calculation rule is: daily passenger volume of the route / operating mileage of the route.

[0086] The section load factor is the load factor of each section of the line in the past 5 minutes. The calculation rule is: Section load factor = Section passenger flow / Section capacity.

[0087] The train load factor is measured based on the number of passengers on board in each train section, the load factor of each train section, the maximum load factor of the train, and the average load factor of the train. The number of passengers on board in each train section is the number of passengers in each section over the past 5 minutes. The calculation rule is as follows: the number of passengers on board in a train within a section is fixed, but a train may pass through two sections within 5 minutes, so the values ​​in these two sections may be different. Data is output once every 5 minutes. One data point per section.

[0088] The train section load factor is the load factor for each train section over the past 5 minutes. The calculation rule is: based on the number of passengers on board in the train section, divide the total number of passengers on board by the line's rated capacity.

[0089] The maximum passenger load factor is the maximum passenger load factor for each train section over the past 5 minutes. The calculation rule is: record the maximum number of passengers on board the train within the section, then divide by the line's passenger capacity. This value may reach its maximum during peak hours.

[0090] The average train occupancy rate is the average occupancy rate of each train section over the past 5 minutes. The calculation rule is: the sum of the number of passengers on board in each section the train passes through, divided by the number of sections, and then divided by the passenger quota.

[0091] The passenger flow volume at each station on the line is the passenger flow volume of each physical station on the same day. The acquisition rule is: the number of passengers entering the physical station on the same day + the number of passengers leaving the physical station on the same day + the number of passengers transferring at the physical transfer station on the same day (0 for non-transfer stations).

[0092] The method for determining the operation adjustment plan provided in this embodiment of the invention, by determining the specific indicator data contained in the passenger flow indicator data and train capacity indicator data of the current single line when the current line is a single line, provides a basis for determining the specific data of the operation adjustment plan of the single line based on the indicator data.

[0093] In one embodiment, after obtaining the indicator data of a rail transit line, the method further includes: if the line is a network-wide line, the passenger flow indicator data in the indicator data includes: the total number of passengers entering the station, the total number of passengers exiting the station, the total number of passengers transferring to the transfer station, the total number of trips, the distribution of waiting time passengers, and the total instantaneous passenger flow; the train capacity indicator data in the indicator data includes: the total passenger volume, the total instantaneous passenger volume, the total inter-regional capacity, the total passenger turnover, the total load intensity, the total passenger intensity, the total inter-regional load factor, and the total train load factor.

[0094] When the line refers to the entire rail transit network (including multiple lines), the indicator data for that entire network are determined. The passenger flow indicators for this entire network include: total passenger flow entering stations, total passenger flow exiting stations, total passenger flow at transfer stations, total traffic volume, distribution of waiting time passengers, and total instantaneous passenger flow. The train capacity indicators for this entire network include: total passenger volume, total instantaneous passenger volume, total inter-regional capacity, total passenger turnover, total load intensity, total passenger intensity, total inter-regional occupancy rate, and total train occupancy rate.

[0095] Optionally, for the entire network, generate 5-minute passenger flow indicator data, including:

[0096] The total passenger flow to stations across the entire network is the passenger flow to stations on each line over the past 5 minutes. The acquisition rule is to accumulate the number of passengers entering stations for each line across the entire network.

[0097] The total outbound passenger flow is the passenger flow of each line across the entire network over the past 5 minutes. The acquisition rule is to accumulate the outbound passengers for each line across the entire network.

[0098] The total passenger flow at transfer stations across the network is the passenger flow at each transfer station on each line over the past 5 minutes. The acquisition rule is to accumulate the corresponding transfer passengers across all lines in the entire network.

[0099] Total network traffic volume refers to the traffic volume between the origin and destination of a route within the past 5 minutes. The acquisition rule is: to count the number of passengers corresponding to all origins and destinations (the origin and destination of each passenger's entry data are accumulated).

[0100] The distribution of passengers waiting for the entire network over the past 5 minutes is the distribution of passengers waiting for the entire network at each platform. The acquisition rule is: if a passenger is in a waiting or boarding state at a certain platform at the current time, and the passenger's waiting time exceeds 30 seconds, then the passenger can be identified as a waiting passenger.

[0101] The instantaneous passenger flow across the entire network is the instantaneous passenger flow of each line at each time point over the past 5 minutes. The calculation rule is: Instantaneous passenger flow per line = Real-time cumulative inbound passenger flow - Real-time cumulative outbound passenger flow.

[0102] For the entire network, generate 5-minute train capacity index data, including:

[0103] Total network passenger volume refers to the passenger volume of each route across the entire network over the past 5 minutes. The calculation method is: passenger flow entering stations on each route + passenger flow transferring in from other routes.

[0104] The instantaneous passenger volume across the entire network is the passenger flow over the past 5 minutes. The data is obtained by calculating the real-time cumulative inbound passenger volume minus the real-time cumulative outbound passenger volume.

[0105] The network-wide segment capacity refers to the capacity of each segment across the entire network over the past 5 minutes. The acquisition rule is as follows: Each route has a passenger capacity; the capacity for the current segment over the past 5 minutes is calculated as: capacity * number of unique train numbers within the segment. Here, the capacity refers to the rated passenger capacity of each vehicle, and the number of unique train numbers within the segment represents the total number of non-duplicate vehicles within that segment.

[0106] The total passenger turnover of the entire network is the passenger turnover of each route on that day. The calculation rule is: the sum of the travel distances of passengers on each route.

[0107] The overall network load intensity is the passenger transport intensity of each route on that day. The calculation rule is: daily total network passenger turnover / total network route operating mileage.

[0108] The overall network passenger transport intensity is the passenger transport intensity of each route on that day. The calculation rule is: daily passenger volume of each route / operating mileage of each route.

[0109] The overall network occupancy rate is the occupancy rate of each section on each route within the past 5 minutes. The calculation rule is: Section occupancy rate = Section passenger flow / Section capacity.

[0110] The overall train load factor is measured based on the number of passengers on board within a train section, the load factor of that train section, the maximum load factor of a train, and the average load factor of a train. The number of passengers on board within a train section represents the number of passengers on board across all train sections over the past 5 minutes. The calculation rule is as follows: the number of passengers on board a train within a section is fixed, but a train may pass through two sections within 5 minutes, so the values ​​for those two sections may differ. Data is output once every 5 minutes, one data point per section.

[0111] The train section occupancy rate is the occupancy rate of all train sections across the entire network over the past 5 minutes. The calculation rule is: based on the number of passengers on board in the train section, divide the number of passengers on board by the line's rated capacity.

[0112] The maximum passenger load factor is the maximum passenger load factor across all train sections of the entire network over the past 5 minutes. The calculation rule is: record the maximum number of passengers on board the train within the section, then divide by the line's passenger capacity. This value may reach its maximum during peak hours.

[0113] The average train occupancy rate is the average occupancy rate of all train sections across the entire network over the past 5 minutes. The calculation rule is: the sum of the number of passengers on board in each section the train passes through, divided by the number of sections, and then divided by the passenger quota.

[0114] The method for determining the operation adjustment plan provided in this embodiment of the invention, by determining the specific indicator data contained in the current network passenger flow indicator data and train capacity indicator data when the current line is multiple lines in the network, provides a basis for subsequently determining the specific data of the network operation adjustment plan based on the indicator data.

[0115] In one embodiment, the predicted data corresponding to the indicator data is determined based on the historical data of the indicator data at the same time point.

[0116] When determining the predicted data corresponding to the current indicator data, we can obtain the historical data of the current indicator data at the same time point, and determine the predicted data corresponding to the current indicator data based on the data of subsequent times at the same historical time point.

[0117] The method for determining the operation adjustment scheme provided in this embodiment of the invention determines the predicted data corresponding to the indicator data based on the same historical time data of the indicator data, which provides a basis for subsequent simulation of the operation diagram based on the indicator data and the predicted data.

[0118] Figure 2 A schematic diagram of the structure of the device for determining the operation adjustment scheme provided by the present invention is shown below. Figure 2 As shown, the device includes:

[0119] The over-limit index data determination module 210 is used to acquire index data of the rail transit line, compare the index data with the preset index threshold of the index data, and determine the over-limit index data in the index data. The index data includes passenger flow index data and train capacity index data.

[0120] The operation diagram adjustment module 220 is used to determine multiple operation diagram adjustment methods for the line based on the over-limit index data, and adjust the original operation diagram of the line based on the multiple operation diagram adjustment methods to obtain multiple adjusted operation diagrams of the line;

[0121] The scheme determination module 230 is used to input the indicator data and the corresponding prediction data into the multiple adjusted operation diagrams to obtain multiple operation adjustment schemes for the line.

[0122] The device for determining operation adjustment schemes provided in this invention determines multiple adjustment methods for the original timetable by identifying excess index data in the rail transit line. Based on the determined multiple adjustment methods, multiple adjusted timetables are determined for the line, realizing real-time adjustment of the timetable according to the real-time line operation status. By inputting the index data and predicted data into the multiple adjusted timetables, multiple operation adjustment schemes for the line are obtained, realizing the automatic and rapid determination of the corresponding operation adjustment scheme based on real-time operation conditions, providing a reference for subsequent dispatchers to determine operation adjustment schemes.

[0123] In one embodiment, the excess index data determination module 210 is specifically used for:

[0124] The step of comparing the indicator data with a preset indicator threshold to determine the out-of-limit indicator data includes:

[0125] Based on the historical data of the indicator data, a preset indicator threshold is determined for the indicator data.

[0126] The indicator data is compared with the preset indicator threshold to determine the indicator data that exceeds the limit and whose difference from the preset indicator threshold is greater than the preset difference threshold.

[0127] In one embodiment, the excess index data determination module 210 is further configured to:

[0128] The passenger flow data includes at least one of the following: inbound passenger flow, outbound passenger flow, transfer passenger flow, traffic volume, distribution of people waiting for waiting time, distribution of people waiting for waiting trips, number of people waiting, and instantaneous passenger flow.

[0129] The train capacity indicators include at least one of the following: passenger volume, instantaneous passenger volume, interval capacity, passenger turnover, load intensity, passenger intensity, interval load factor, train load factor, and station passenger volume.

[0130] In one embodiment, the excess index data determination module 210 is further configured to:

[0131] After obtaining the indicator data of the rail transit lines, the process also includes:

[0132] When the route is a single route, the passenger flow index data in the index data includes: passenger flow entering the station, passenger flow exiting the station, passenger flow at the transfer station, traffic volume, passenger distribution during waiting time, passenger distribution for the number of trips, number of passengers waiting, and instantaneous passenger flow.

[0133] The train capacity indicators mentioned include: line passenger volume, line section capacity, line passenger turnover, line load intensity, line passenger intensity, line section load factor, line train load factor, and line station passenger volume.

[0134] In one embodiment, the excess index data determination module 210 is further configured to:

[0135] After obtaining the indicator data of the rail transit lines, the process also includes:

[0136] When the route is a nationwide route, the passenger flow index data in the index data includes: nationwide inbound passenger flow, nationwide outbound passenger flow, nationwide transfer station passenger flow, nationwide traffic volume, nationwide waiting time passenger distribution, and nationwide instantaneous passenger flow.

[0137] The train capacity indicators mentioned include: total network passenger volume, total network instantaneous passenger volume, total network inter-regional capacity, total network passenger turnover, total network load intensity, total network passenger intensity, total network inter-regional load factor, and total network train load factor.

[0138] In one embodiment, the scheme determination module 230 is specifically used for:

[0139] The predicted data corresponding to the indicator data is determined based on the historical data of the indicator data at the same time.

[0140] Figure 3 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 3 As shown, the electronic device may include: a processor 310, a communication interface 320, a memory 330, and a communication bus 340, wherein the processor 310, the communication interface 320, and the memory 330 communicate with each other via the communication bus 340. The processor 310 can call logical instructions in the memory 330 to execute a method for determining an operational adjustment scheme, the method including:

[0141] The system acquires indicator data for rail transit lines, compares the indicator data with preset indicator thresholds, and identifies out-of-limit indicator data in the indicator data, which includes passenger flow indicator data and train capacity indicator data.

[0142] Based on the over-limit index data, multiple timetable adjustment methods for the line are determined, and based on the multiple timetable adjustment methods, the original timetable of the line is adjusted to obtain multiple adjusted timetables for the line.

[0143] The indicator data and the corresponding prediction data are input into the multiple adjusted operation diagrams to obtain multiple operation adjustment schemes for the line.

[0144] Furthermore, the logical instructions in the aforementioned memory 330 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0145] On the other hand, the present invention also provides a computer program product, the computer program product comprising a computer program stored on a non-transitory computer-readable storage medium, the computer program comprising program instructions, wherein when the program instructions are executed by a computer, the computer is able to execute the method for determining the operation adjustment scheme provided by the above methods, the method comprising:

[0146] The system acquires indicator data for rail transit lines, compares the indicator data with preset indicator thresholds, and identifies out-of-limit indicator data in the indicator data, which includes passenger flow indicator data and train capacity indicator data.

[0147] Based on the over-limit index data, multiple timetable adjustment methods for the line are determined, and based on the multiple timetable adjustment methods, the original timetable of the line is adjusted to obtain multiple adjusted timetables for the line.

[0148] The indicator data and the corresponding prediction data are input into the multiple adjusted operation diagrams to obtain multiple operation adjustment schemes for the line.

[0149] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a method for determining the above-described operational adjustment schemes, the method comprising:

[0150] The system acquires indicator data for rail transit lines, compares the indicator data with preset indicator thresholds, and identifies out-of-limit indicator data in the indicator data, which includes passenger flow indicator data and train capacity indicator data.

[0151] Based on the over-limit index data, multiple timetable adjustment methods for the line are determined, and based on the multiple timetable adjustment methods, the original timetable of the line is adjusted to obtain multiple adjusted timetables for the line.

[0152] The indicator data and the corresponding prediction data are input into the multiple adjusted operation diagrams to obtain multiple operation adjustment schemes for the line.

[0153] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0154] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0155] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for determining an operational adjustment scheme, characterized in that, include: The system acquires indicator data for rail transit lines, compares the indicator data with preset indicator thresholds, and identifies out-of-limit indicator data in the indicator data, which includes passenger flow indicator data and train capacity indicator data. Based on the over-limit indicator data, multiple timetable adjustment methods for the route are determined. Specifically, when the over-limit indicator data indicates that passenger flow has already exceeded the upper limit or is predicted to soon exceed the upper limit, the multiple timetable adjustment methods are generated by arranging and combining adjustment measures including reducing departure intervals, adding temporary train services, and adjusting long and short routes. When the over-limit indicator data indicates that passenger flow has decreased to or is about to exceed the lower limit, the multiple timetable adjustment methods are generated by arranging and combining adjustment measures including increasing departure intervals, canceling temporary train services, and reducing planned train services. Based on these multiple timetable adjustment methods, the original timetable of the route is adjusted to obtain multiple adjusted timetables for the route. The indicator data and the corresponding prediction data are input into the multiple adjusted operation diagrams, and the multiple adjusted operation diagrams are simulated and deduced in an asynchronous and parallel manner to obtain multiple operation adjustment schemes for the line; wherein, the prediction data is determined based on the historical data of the indicator data at the same time.

2. The method for determining the operation adjustment scheme according to claim 1, characterized in that, The step of comparing the indicator data with a preset indicator threshold to determine the out-of-limit indicator data includes: Based on the historical data of the indicator data, a preset indicator threshold is determined for the indicator data. The indicator data is compared with the preset indicator threshold to determine the indicator data that exceeds the limit and whose difference from the preset indicator threshold is greater than the preset difference threshold.

3. The method for determining the operation adjustment scheme according to claim 1, characterized in that, The passenger flow data includes at least one of the following: inbound passenger flow, outbound passenger flow, transfer passenger flow, traffic volume, distribution of people waiting for waiting time, distribution of people waiting for waiting trips, number of people waiting, and instantaneous passenger flow. The train capacity indicators include at least one of the following: passenger volume, instantaneous passenger volume, interval capacity, passenger turnover, load intensity, passenger intensity, interval load factor, train load factor, and station passenger volume.

4. The method for determining the operation adjustment scheme according to claim 1, characterized in that, After obtaining the indicator data of the rail transit lines, the process also includes: When the route is a single route, the passenger flow index data in the index data includes: passenger flow entering the station, passenger flow exiting the station, passenger flow at the transfer station, traffic volume, passenger distribution during waiting time, passenger distribution for the number of trips, number of passengers waiting, and instantaneous passenger flow. The train capacity indicators mentioned include: line passenger volume, line section capacity, line passenger turnover, line load intensity, line passenger intensity, line section load factor, line train load factor, and line station passenger volume.

5. The method for determining the operation adjustment scheme according to claim 1, characterized in that, After obtaining the indicator data of the rail transit lines, the process also includes: When the route is a nationwide route, the passenger flow index data in the index data includes: nationwide inbound passenger flow, nationwide outbound passenger flow, nationwide transfer station passenger flow, nationwide traffic volume, nationwide waiting time passenger distribution, and nationwide instantaneous passenger flow. The train capacity indicators mentioned include: total network passenger volume, total network instantaneous passenger volume, total network inter-regional capacity, total network passenger turnover, total network load intensity, total network passenger intensity, total network inter-regional load factor, and total network train load factor.

6. A device for determining an operational adjustment scheme, characterized in that, include: The module for determining excess index data is used to acquire index data of rail transit lines, compare the index data with preset index thresholds of the index data, and determine the excess index data in the index data. The index data includes passenger flow index data and train capacity index data. The timetable adjustment module is used to determine multiple timetable adjustment methods for the route based on the over-limit indicator data. Specifically, when the over-limit indicator data indicates that passenger flow has already exceeded the upper limit or is predicted to soon exceed the upper limit, the multiple timetable adjustment methods are generated by arranging and combining adjustment measures including reducing departure intervals, adding temporary train services, and adjusting long and short routes. When the over-limit indicator data indicates that passenger flow has decreased to or is about to exceed the lower limit, the multiple timetable adjustment methods are generated by arranging and combining adjustment measures including increasing departure intervals, canceling temporary train services, and reducing planned train services. Based on the multiple timetable adjustment methods, the original timetable of the route is adjusted to obtain multiple adjusted timetables for the route. The scheme determination module is used to input the indicator data and the corresponding prediction data into the multiple adjusted operation diagrams respectively, and to simulate and deduce the multiple adjusted operation diagrams in an asynchronous and parallel manner to obtain multiple operation adjustment schemes for the line; wherein, the prediction data is determined based on the historical data of the indicator data at the same time.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method for determining the operation adjustment scheme as described in any one of claims 1 to 5.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the method for determining the operation adjustment scheme as described in any one of claims 1 to 5.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the method for determining the operation adjustment scheme as described in any one of claims 1 to 5.

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