Method for calculating heavy and empty car flow in railway station

Abstract

The application discloses a method for calculating heavy and empty car flow of railway station, comprising the following steps: obtaining train operation plan of a line or section from the current day to the next day from a business system; binding the train operation plan with departure forecast information; traversing each train operation plan after binding the departure forecast information, and calculating the destination and arrival time of the heavy and empty car flow in the way through the arrival station information of the departure forecast message and the planned arrival time of the train respectively. The application can realize effective prediction of the heavy and empty car flow, which is beneficial to the freight dispatchers to arrange the station unloading work in advance, timely adjust the running route of the car flow in the way, reasonably utilize the line transportation capacity, avoid the accumulation of heavy cars and the idling of empty cars as much as possible, effectively shorten the time of the freight cars staying in the station, and provide strong technical support for the overall management of the railway freight dispatching command work and the actual station unloading capacity.

Description

Technical Field

[0001] This invention relates to the field of rail transit information technology, and in particular to a method for calculating the heavy and empty train flow at railway stations. Background Technology

[0002] With the continuous growth of my country's economic strength, the structure of railway freight sources is also constantly changing. Uneven train flow and a mismatch between unloaded cars and station unloading capacity have led to a large backlog of freight cars at key stations, severely impacting technical indicators such as railway freight car turnaround time. Furthermore, most train flow estimates are based on train formations several hours in advance. If freight trains undergo coupling / uncoupling operations en route, the estimated number of loaded and empty cars upon arrival will have significant errors, lacking a feedback and calibration process based on actual conditions. The arrival of loaded and empty railway cars involves a wide range of factors, from the monthly freight marketing and production plan formulated by the marketing center to the actual daily loading, and finally to the arrival status of cars en route and at stations. Each link is closely interconnected.

[0003] In recent years, my country's railway transportation dispatching informatization has developed rapidly. Information systems such as train dispatching and command systems, transportation dispatching and management systems, car number identification systems, and station vehicle management systems have been widely applied throughout the railway network, significantly improving railway transportation organization capabilities and accumulating a large amount of historical data for traffic flow prediction. To better predict traffic flow and thus solve the aforementioned problems, the industry has made effective attempts. In the macro-network traffic flow field, some have simplified the network and merged traffic flows before adjusting them; others have optimized the routes of loaded and empty trains based on multiple categories and car types; in the field of line traffic flow, some have proposed an unloading organization and management method suitable for railway bureaus. From the methods proposed by industry scholars, most are based on traffic flow route construction models for prediction, ignoring some train decoupling processes, lacking support from actual production data, and easily becoming disconnected from the actual situation. Algorithms typically calculate traffic arrival times based on the average travel speed within the jurisdiction and the freight car transfer and dwell time at technical stations. However, in railway transportation production, the operational processes at technical stations have significant uncertainties, leading to low accuracy in prediction results. The models and algorithms are highly regular and logical, but they lack feedback calibration from on-site data and are not well adapted to the actual railway transportation production. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a widely applicable method for calculating the heavy and empty train flow of railway stations.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0006] A method for estimating the load and empty train flow at railway stations includes:

[0007] Obtain the train operation plan for a specific line or section from the current day to the next day for two shifts from the current day to the next day from the business system;

[0008] The train operation plan is linked to the departure forecast information;

[0009] Iterate through each train operation plan after binding the departure forecast information, and calculate the destination and arrival time of the busy and empty trains in transit by using the arrival station information in the departure forecast message and the planned arrival time of the train.

[0010] Optionally, the step of obtaining the train operation plan from the business system includes:

[0011] Obtain daily schedules from the transportation dispatch management system in the business system, and obtain phase schedules from the train dispatch command system in the business system;

[0012] If the current time is earlier than the start time of two shifts, the train operation plan will be based on the daily schedule; otherwise, the train operation plan will be based on the phase schedule.

[0013] The system obtains departure forecast information from the station current vehicle management system of the business system, which includes the boundary station or originating station of a certain line or section for two shifts from the current day to the next day, as well as the current distribution of existing vehicles at all freight stations along the entire line or section.

[0014] Optionally, each obtained train operation plan is iterated through, and its train number is matched with the obtained departure forecast information. The stations through which the train passes and where there is a coupling / uncoupling operation are iterated through, and stations whose departure forecast time differs from the train's planned departure time at the station by more than a threshold are eliminated. After the iteration is completed, each train operation plan is bound to at least one departure forecast information.

[0015] Optionally, it also includes: calculating the destination of loaded trains at stations by using the arrival station information in the existing train formation details;

[0016] The travel time between stations is calculated based on the average travel speed within the pipeline and the distance between stations. The arrival time of the loaded trains at the station is then calculated by adding the travel time between the current station and the destination station to the current time and adding a certain time difference.

[0017] Optionally, it also includes: if the calculated sum of the number of loaded vehicles at the station and those en route exceeds the station's predetermined unloading capacity, then a graded warning is issued based on the amount or type of vehicle exceeding the limit.

[0018] Optionally, it also includes: performing data differential updates on the existing vehicle data, operating line data, and confirmed reporting data.

[0019] Optionally, the step of updating the existing vehicle data by data difference includes: determining that there is data with the same vehicle ID in the current existing vehicle data, and if this current existing vehicle data is existing vehicle data, then the current existing vehicle data is used to overwrite the existing existing vehicle data.

[0020] Optionally, the step of updating the data difference of the existing vehicle data further includes: determining that there is no data with the same vehicle ID in the current existing vehicle data, and that the current existing vehicle data is a brand new existing vehicle data, then directly adding the current existing vehicle data to the existing existing vehicle data.

[0021] Optionally, the step of updating the data difference of the operating line data includes: determining that there is data with the same train ID in the current operating line data, and if this current operating line data is existing operating line data, then overwriting the existing operating line data with the operating line data.

[0022] Optionally, the step of updating the data difference of the operating line data further includes: determining that there is no data with the same train ID in the current operating line data, and that the current operating line data is a brand new operating line data, and then directly adding the current operating line data to the existing operating line data.

[0023] Optionally, the step of updating the data difference of the confirmed data includes: determining that there are data with the same train number and train number in the current confirmed data, and that the current confirmed data is existing confirmed data, then overwriting the existing confirmed data with the confirmed data.

[0024] Optionally, the step of updating the data difference of the confirmed data further includes: determining that there is no data with the same train number or train number in the current confirmed data, and that the current confirmed data is a brand new confirmed data, and then directly adding the current confirmed data to the existing confirmed data.

[0025] On the other hand, the present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, it implements the method described above.

[0026] In another aspect, the present invention also provides a readable storage medium storing a computer program, which, when executed by a processor, implements the method described above.

[0027] This invention has at least one of the following advantages:

[0028] Aligned with actual site conditions. This invention starts from the actual transportation situation and uses real-world traffic and freight data to estimate the destination and time of arriving and empty vehicle flows, achieving a breakthrough in combining theory and practice in the field of heavy and empty vehicle flow estimation, making it easy to apply in engineering projects.

[0029] The data is continuous and complete. This invention takes into account all coupling and uncoupling operations along the freight train line and includes all existing cars at the station in the calculation, making the calculation results more accurate and providing more guidance for on-site work.

[0030] Real-time dynamic feedback. After calculating the destination and arrival time of the first version of arriving heavy and empty trains, if the operating line is adjusted, a new departure confirmation is reported from the station, or the distribution of existing trains at the station changes, the current calculated data source will be compared and updated to dynamically adjust the calculated results until the end of the current shift, generating the actual arrival heavy and empty train situation for the day. Attached Figure Description

[0031] Figure 1 The following is a flowchart illustrating the overall process of calculating heavy and empty traffic flow according to an embodiment of the present invention.

[0032] Figure 2 A detailed flowchart of heavy and empty vehicle flow estimation provided in an embodiment of the present invention;

[0033] Figure 3 A flowchart illustrating the calculation of on-site loaded vehicle flow according to an embodiment of the present invention;

[0034] Figure 4 This is a flowchart illustrating the differential update process for old and new data according to an embodiment of the present invention. Detailed Implementation

[0035] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a method for estimating the load and empty train flow at railway stations according to the present invention. The advantages and features of the present invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of the present invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0036] like Figure 1 As shown, the method for estimating the heavy and empty train flow at railway stations provided in this embodiment can be mainly divided into three stages: data acquisition, data processing, and data updating.

[0037] Step S1, Data Acquisition: In this embodiment, two shifts per day constitute one cycle, continuously acquiring data from the business system.

[0038] S1.1 Obtain the train operation plan for a certain line or section for two shifts from the current day to the next day from the business system.

[0039] Specifically, the daily schedule is obtained from the transportation dispatch management system in the business system, and the phase schedule is obtained from the train dispatch command system in the business system.

[0040] If the current time is earlier than the start time of two shifts, the train operation plan will be based on the daily schedule; otherwise, the train operation plan will be based on the phased schedule.

[0041] S1.2 Obtain departure forecasts (departure forecast information) for a certain route or section between the current day and the next day.

[0042] Specifically, the departure forecast information for a certain line or section between the current day and the next day is obtained from the station current train management system in the business system.

[0043] S1.3 Obtain the current distribution of vehicles on the entire line or section;

[0044] Specifically, the distribution of existing freight cars at all freight stations along the entire line or section is obtained from the station current car management system in the business system.

[0045] The actual railway transport production data resources utilized are all derived from daily schedules, phased schedules, current station rolling stock, and arrival / departure forecasts (departure forecast information) in the business system, and the data is updated in real time. Thus, through the data acquisition phase, the operating routes of all trains on a specific line for a day, a shift, or a 3-4 hour period, as well as station arrival / departure timetables, train formation schemes, and the station distribution of current rolling stock on the line, are obtained. By acquiring train operation and freight data from multiple dimensions, the loaded and empty train flows on the line can be better predicted and estimated.

[0046] Step S2, Data Processing:

[0047] S2.1. Bind the departure forecast to the train operation plan according to the train number.

[0048] Under normal circumstances, no two trains with the same train number will pass through the same section in a single day. Therefore, departure forecasts can be linked to train operation plans based on train number.

[0049] Specifically, each obtained train operation plan is iterated through, and its train number is matched with the obtained departure forecast information. The stations through which the train passes and where there is a coupling / uncoupling operation are iterated through, and stations whose departure forecast time differs from the train's planned departure time at the station by more than a threshold are eliminated. After the iteration is completed, each train operation plan is bound to at least one departure forecast information.

[0050] S2.2. Calculate the destination and arrival time of the busy and empty trains in transit based on the arrival station and planned arrival time in the departure forecast message.

[0051] The predicted data includes not only the arrival quantity and time of heavy and empty trains at all freight stations within a certain route or section, but also information such as the category, type, weight, shipper, and consignee of the arriving trains.

[0052] S2.3. Estimate the destination of loaded trains at the station by using the arrival station information in the train formation details; calculate the travel time between stations based on the average travel speed and distance between stations in the area; and estimate the arrival time of loaded trains at the station by adding the travel time between the current station and the arrival station to the current time and adding a certain time difference.

[0053] After data processing is complete, the data can be integrated into a new structure and returned to the business system.

[0054] S2.4 If the estimated value exceeds the station's predetermined capacity, a graded warning will be issued based on the excess portion;

[0055] The station's predetermined unloading capacity refers not only to the total number of arriving vehicles exceeding the track's maximum capacity, but also to the station's unloading capacity limitations for specific vehicle types. Warnings for exceeding the station's predetermined unloading capacity are categorized into three levels: ordinary, severe, and emergency.

[0056] Step S3, Data Update:

[0057] S3.1 After the two classes end, the planned line becomes the actual performance line, and the forecast becomes the confirmed report and the existing vehicles.

[0058] Based on the daily shift plan with planned scheduling, a phased plan for traffic scheduling is introduced, so that the calculated heavy and empty traffic flow of this invention is not just a prediction value. As time goes by, new prediction values ​​are calculated in real time, and the prediction values ​​are gradually transformed into actual values.

[0059] S3.2 Changes in existing vehicles, changes in departure confirmation reports, changes in operating lines, and data difference updates.

[0060] When existing train data, departure confirmations, or route information changes, differential updates can be performed on the existing data by setting update rules. If the update rules are met, the new data will overwrite the old data; otherwise, the old data will be retained.

[0061] In other words, as time progresses, the data on operating lines, confirmed reports, and existing trains will all change, requiring updates to the current forecast data. Different update rules apply to these three types of data. For operating line data, the train ID is used as the primary key; for confirmed reports, the train number and car number are used as the primary keys; and for existing train data, the current train ID is used as the primary key. If they are the same, the new data overwrites the old data to ensure data real-time performance; otherwise, the old data is retained to ensure data integrity.

[0062] like Figure 4 As shown, the steps for updating the existing vehicle data include: determining whether there is existing vehicle ID data in the current existing vehicle data; if so, the current existing vehicle data is existing vehicle data, and the current existing vehicle data overwrites the existing existing vehicle data. If not, the current existing vehicle data is brand new existing vehicle data, and the current existing vehicle data is directly added to the existing existing vehicle data.

[0063] The steps for updating the train line data include: determining whether there is data with the same train ID in the current train line data; if so, the current train line data is existing train line data, and the current train line data overwrites the existing train line data. If not, the current train line data is brand new train line data, and the current train line data is directly added to the existing train line data.

[0064] The steps for updating the confirmed data include: determining whether there is any data with the same train number or vehicle number in the current confirmed data; if so, the current confirmed data is existing confirmed data, and the current confirmed data overwrites the existing confirmed data. If not, the current confirmed data is brand new confirmed data, and the current confirmed data is directly added to the existing confirmed data.

[0065] This embodiment discloses a method for predicting the arrival and departure times of loaded and empty trains at railway stations. It fully utilizes daily and phased work plans, arrival and departure forecasts, and existing train information at stations, linking the work plan with these forecasts to predict the arrival quantity and time of loaded and empty trains at all freight stations within a specific line or section. For trains exceeding the station's unloading capacity, tiered warnings are issued. As time progresses, the data is updated differentially, and new predicted values ​​are calculated in real time, ultimately achieving a result where the predicted values ​​generally match the actual values ​​on-site. Effective prediction of loaded and empty train flows allows freight dispatchers to schedule unloading operations at stations in advance, adjust the routes of trains en route in a timely manner, rationally utilize line transport capacity, minimize the backlog of loaded trains and the idleness of empty trains, effectively shorten the dwell time of freight cars at stations, and provide strong technical support for the integrated management of railway freight dispatching and command work and actual station unloading capacity.

[0066] To better understand this embodiment, a more specific embodiment will be described below:

[0067] like Figure 2 The diagram illustrates a specific calculation process for heavy and empty train flow at a railway station, including the following steps:

[0068] Step S101: Obtain the train operation plan for a certain line or section for two shifts from today to tomorrow. Specifically, obtain the train operation plan for a certain line or section for two shifts from 18:00 today to 18:00 the next day. If the current time is earlier than 18:00 today, take the daytime plan; otherwise, take the phase plan.

[0069] Step S102: Obtain the departure forecast of the dividing station or originating station of a certain route or section for two shifts from today to tomorrow. Specifically, obtain the departure forecast information of the dividing station or originating station of a certain route or section for two shifts from 15:00 on the current day to 21:00 on the next day. In order to avoid missing data, the range of values ​​is expanded here.

[0070] Step S103: Obtain the current distribution of freight cars at all freight stations along the entire line or section.

[0071] Step S104: Traverse each train operation plan in step S101 and match it with the obtained departure forecast information according to its train number;

[0072] Step S105: Traverse each departure forecast information in step S102; proceed to step S106.

[0073] Step S106: Iterate through all stations along the route of this train that have uncoupling / coupling operations, and remove stations whose departure forecast time differs from the train's planned departure time at the station by more than a threshold. After the iteration is complete, each train operation plan will be bound to at least one departure forecast information.

[0074] Step S107: Obtain the planned arrival time of the train according to the processing in step S106, and proceed to step S109; Step S108: Obtain the arrival station of the forecast message according to the processing in step S106, and proceed to step S110.

[0075] Step S109: Traverse each train operation plan after binding the departure forecast, and calculate the arrival time of the busy and empty train flow on the way based on the planned arrival time of the train.

[0076] Step S110: Traverse each train operation plan after binding the departure forecast, and calculate the destination of the busy and empty train flow in transit based on the arrival station information in the forecast message.

[0077] Step S121: Traverse each existing vehicle in step S103 and proceed to step S122.

[0078] Step S122: Obtain the arrival station information in the detailed train formation of the existing trains, and proceed to step S123.

[0079] Step S123: Calculate the destination of loaded trains at stations using the arrival station information in the existing train formation details. The calculation process for loaded trains at stations is as follows: Figure 3 As shown.

[0080] like Figure 3 As shown, the calculation process for the loaded train flow at the station includes:

[0081] Step S200: Determine whether the arrival station information in the existing train formation details is an existing train at another station. If not, proceed to step S202. If yes, proceed to step S201.

[0082] Step S202: For vehicles currently in operation at this station, mark them directly as arriving loaded vehicles.

[0083] Step S201: For existing trains at other stations, calculate the departure time between stations based on the average travel speed within the jurisdiction and the distance between other stations and this station, then proceed to step S203.

[0084] Step S203: Calculate the arrival time of the heavy train flow originating from other stations by adding the current time to the travel time between the current station and the destination station, and adding a certain time difference (usually 1 hour). If it exceeds the set time range, discard it and proceed to step S204.

[0085] Step S204: The traffic flow calculation for this round is completed.

[0086] Step S111: Compare the calculated sum of on-site and en route loaded car flows with the station's predetermined unloading capacity, including the total number and the unloading capacity by car type. If the sum exceeds the limit, proceed to step S112 to issue a warning for the excess, categorized into three levels: ordinary, severe, and emergency. The specific application scope can be set according to actual business needs. Finally, return to the business system, where the warnings are displayed graphically by station. Dispatchers can adopt different adjustment strategies based on the different warning levels of each station, such as strengthening unloading organization, restricting or stopping loading from loading stations within the jurisdiction / the entire railway network to the warning station, etc.

[0087] If the time limit is not exceeded, proceed to steps S113, S114, and S115.

[0088] As time progresses, operational data, confirmed reporting data, and current train data will all change, requiring updates. Different update rules apply to these three types of data. For operational data, the train ID is the primary key; for confirmed reporting data, the train number and car number are the primary keys; and for current train data, the current train ID is the primary key. If they are the same, the new data overwrites the old data to ensure real-time data accuracy; otherwise, the old data is retained to ensure data integrity. The specific process for differential updates between new and old data is as follows: Figure 4 As shown.

[0089] Step S116: Determine whether the two classes have ended. If not, proceed to steps S118 and S119. If yes, proceed to step S117.

[0090] Step S118: Update the difference between the old and new vehicles, proceed to step S120;

[0091] Step S119: Update the difference between the old and new departure confirmation reports, proceed to step S105, and repeat steps S103 to S116.

[0092] Step S117: All planned lines within the time period are converted to actual lines. All departure forecasts from boundary stations or originating stations are converted to arrival or departure confirmations and existing cars at stations on the line. The estimated number of arriving loaded and empty cars at all stations generated during the time process can help the central dispatcher to grasp the arrival status of loaded and empty cars at stations within its jurisdiction, and provide a theoretical basis and auxiliary decision-making for the preparation of the loading plan for the next day.

[0093] This invention has wide applicability, realizing the automatic calculation function of heavy and empty train flow at railway stations, rolling prediction of the spatiotemporal distribution of unloading arrivals at freight stations, and providing accurate and real-time prediction information of arrival heavy and empty train flow to the central dispatcher, greatly reducing the workload of the central dispatcher in manually calculating train flow.

[0094] The present invention also provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the method described above.

[0095] The present invention also provides a readable storage medium storing a computer program, which, when executed by a processor, implements the method described above.

[0096] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0097] It should be noted that the apparatus and methods disclosed in the embodiments herein can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments herein. In this regard, each block in a flowchart or block diagram may represent a module, program, or part of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system to perform the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0098] In addition, the functional modules in the various embodiments of this article can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0099] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for estimating the load and empty train flow at railway stations, characterized in that, include: Obtain the train operation plan for a specific line or section from the current day to the next day for two shifts from the current day to the next day from the business system; The train operation plan is linked to the departure forecast information; Iterate through each train operation plan after binding the departure forecast information, and calculate the destination and arrival time of the busy and empty trains in transit by using the arrival station information in the departure forecast message and the planned arrival time of the train. The steps for obtaining train operation plans from the business system include: Obtain daily schedules from the transportation dispatch management system in the business system, and obtain phase schedules from the train dispatch command system in the business system; If the current time is earlier than the start time of two shifts, the train operation plan will be based on the daily schedule; otherwise, the train operation plan will be based on the phase schedule. The system obtains the departure forecast information of the dividing station or originating station of a certain line or section for two shifts from the current day to the next day from the station current vehicle management system, and obtains the current distribution of existing vehicles of all freight stations of the entire line or section. Each obtained train operation plan is iterated through, and its train number is matched with the obtained departure forecast information. The stations through which the train passes and where there is a coupling / uncoupling operation are iterated through, and stations whose departure forecast time differs from the train's planned departure time at the station by more than a threshold are eliminated. After the iteration is completed, each train operation plan is bound to at least one departure forecast information. The method also includes: calculating the destination of loaded trains at stations by using the arrival station information in the existing train formation details; The travel time between stations is calculated based on the average travel speed within the pipeline and the distance between stations. The arrival time of the loaded trains at the station is then calculated by adding the travel time between the current station and the destination station to the current time and adding a certain time difference. If the calculated sum of the number of loaded vehicles at the station and those en route exceeds the station's predetermined unloading capacity, a graded warning will be issued based on the excess quantity or type of vehicle.

2. The method for calculating the heavy and empty train flow at railway stations as described in claim 1, characterized in that, Also includes: Perform differential updates on existing vehicle data, operational line data, and confirmed reporting data.

3. The method for estimating the heavy and empty train flow at railway stations as described in claim 2, characterized in that, The steps for updating the existing vehicle data include: determining that there is existing vehicle ID data in the current existing vehicle data, and if this current existing vehicle data is existing vehicle data, then overwriting the existing vehicle data with the current existing vehicle data.

4. The method for calculating the heavy and empty train flow at railway stations as described in claim 3, characterized in that, The step of updating the existing vehicle data by data difference also includes: determining that there is no existing vehicle ID in the current existing vehicle data, and that the current existing vehicle data is a brand new existing vehicle data, then directly adding the current existing vehicle data to the existing existing vehicle data.

5. The method for calculating the heavy and empty train flow at railway stations as described in claim 2, characterized in that, The steps for updating the data difference of the operating line data include: determining that there is data with the same train ID in the current operating line data, and if this current operating line data is existing operating line data, then overwriting the existing operating line data with the operating line data.

6. The method for calculating the heavy and empty train flow at railway stations as described in claim 5, characterized in that, The step of updating the data difference of the operating line data further includes: determining that there is no data with the same train ID in the current operating line data, and that the current operating line data is a brand new operating line data, then directly adding the current operating line data to the existing operating line data.

7. The method for calculating the heavy and empty train flow at railway stations as described in claim 2, characterized in that, The steps for updating the confirmed data include: determining that there are train number and vehicle number identical data in the current confirmed data, and that the current confirmed data is existing confirmed data, then overwriting the existing confirmed data with the confirmed data.

8. The method for calculating the heavy and empty train flow at railway stations as described in claim 7, characterized in that, The step of updating the data difference of the confirmed data further includes: determining that there is no data with the same train number or train number in the current confirmed data, and that the current confirmed data is a brand new confirmed data, then directly adding the current confirmed data to the existing confirmed data.

9. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, which, when executed by the processor, implements the method of any one of claims 1 to 8.

10. A readable storage medium, characterized in that, The readable storage medium stores a computer program, which, when executed by a processor, implements the method of any one of claims 1 to 8.

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