Train interval adjustment method, medium and electronic device

Abstract

The present disclosure relates to a train equal interval adjustment method, medium and electronic device, belonging to the field of rail transit, which can dynamically adjust the equal interval of the entire line. The train equal interval adjustment method comprises: obtaining the route information of each route in operation; determining the overlapping area and the non-overlapping area between the routes according to the route information; determining the overlapping area train operation time and the overlapping area train quantity on each overlapping area, and adjusting the train tracking interval on each overlapping area according to the overlapping area train operation time and the overlapping area train quantity; determining the route train operation time and the route train quantity on each route, and adjusting the train tracking interval on each non-overlapping area according to the route train operation time and the route train quantity.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit, and more specifically, to a method, medium, and electronic equipment for adjusting train intervals. Background Technology

[0002] Equal-interval adjustment refers to allowing trains to travel back and forth along the same route with the same following interval. In related technologies, equal-interval adjustment methods usually involve setting fixed following intervals in advance. This makes it impossible to directly calculate a suitable train interval when the actual number of trains on the line differs significantly from the planned number. Summary of the Invention

[0003] The purpose of this disclosure is to provide a method, medium, and electronic equipment for adjusting train intervals, which can dynamically adjust the intervals of the entire line.

[0004] To achieve the above objectives, this disclosure provides a method for adjusting train intervals, comprising: acquiring route information for each operating route; determining overlapping and non-overlapping areas between the routes based on the route information; determining the running time of overlapping trains and the number of trains operating in the overlapping area in each overlapping area, and adjusting the train following interval in each overlapping area based on the running time of overlapping trains and the number of trains operating in the overlapping area; determining the running time of route trains and the number of trains operating on each route, and adjusting the train following interval in each non-overlapping area based on the running time of route trains and the number of trains operating in the route.

[0005] Optionally, determining the running time of the train in the overlapping area on each of the overlapping areas includes: determining the running time of the train in the overlapping area based on the stopping time at all stopping position nodes included in each of the overlapping areas and the running time between each stopping position node;

[0006] Determining the train running time on each of the routes includes: determining the train running time on each route based on the stop duration at all stopping locations included in each route and the running time between each stopping location.

[0007] Optionally, there is a post-station turnaround in the overlapping area; determining the running time of the overlapping area train in each of the overlapping areas includes: determining the running time of the overlapping area train based on the stopping time at all stopping position nodes included in each overlapping area, the duration of the post-station turnaround, and the running time between each stopping position node;

[0008] The route includes a turnaround after a station; determining the running time of the trains on each route includes: determining the running time of the trains on each route based on the stopping time at all stopping locations included in each route, the duration of the turnaround after the station, and the running time between each stopping location.

[0009] Optionally, if there is a manually set stop duration and a running time between each parking location node, then the stop duration is the manually set stop duration, and the running time between each parking location node is the manually set running time between each parking location node; if there is no manually set stop duration and a running time between each parking location node, then the stop duration is the default stop duration, and the running time between each parking location node is the default running time between each parking location node.

[0010] Optionally, the route information indicates the existence of equivalent routes, wherein the equivalent routes refer to routes of the same type with roughly the same path, but with flexible turn-off points or intermediate nodes;

[0011] Determining the train running time on each of the routes includes: selecting one of the equivalent routes as the main route, and determining the train running time on the main route based on the information of the main route.

[0012] Optionally, determining the number of trains operating on each of the routes includes: determining the equivalent routes for each route, wherein the equivalent routes refer to routes of the same type with roughly the same route path but with flexible turnaround points or intermediate nodes; and taking the total number of trains on each route and its equivalent routes as the number of trains operating on each route.

[0013] Optionally, adjusting the train tracking interval in each overlapping area based on the train running time in the overlapping area and the number of trains running in the overlapping area includes: adjusting the train tracking interval in each overlapping area based on the value obtained by dividing the train running time in the overlapping area by the number of trains running in the overlapping area.

[0014] The step of adjusting the train tracking interval in each non-overlapping area based on the running time of the trains on the route and the number of trains on the route includes: adjusting the train tracking interval in each non-overlapping area based on the value obtained by dividing the running time of the trains on the route by the number of trains on the route.

[0015] Optionally, the method further includes: determining the loop to which each route belongs, wherein the loop includes an up-line route and a down-line route; determining the loop train running time of the loop based on the running time of the up-line route and the running time of the down-line route; determining the number of loop trains operating in the loop based on the route information of the up-line route and the route information of the down-line route; and adjusting the train tracking interval of each non-overlapping area on the loop based on the loop train running time and the number of loop trains operating.

[0016] This disclosure also provides a non-transitory computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of any of the methods described in this disclosure.

[0017] This disclosure also provides an electronic device, comprising: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement the steps of any of the methods described in this disclosure.

[0018] By adopting the above technical solution, the overlapping and non-overlapping areas between routes are first determined based on route information. Then, the running time and number of trains operating in the overlapping area are determined. Based on the running time and number of trains operating in the overlapping area, the train following interval in each overlapping area is adjusted. Similarly, the running time and number of trains operating on each route are determined. Based on the running time and number of trains operating on each route, the train following interval in each non-overlapping area is adjusted. This allows for real-time dynamic adjustment of train following intervals based on the current train operation status and route operation status, enabling trains to be more evenly distributed on the line. This allows for equal interval adjustments to be made even when there are significant deviations from the plan or when actual trains on the line do not match the schedule.

[0019] When there are discrepancies in the planned number of trains, appropriate train intervals are determined to better enhance the passenger experience. Furthermore, because train tracking intervals are automatically adjusted based on line operations, this reduces [the risk of accidents / injuries].

[0020] This reduces the workload of manual calculations by dispatchers. Moreover, the method according to the embodiments of this disclosure is applicable to various route types, including "I" type routes, long and short routes, "Y" type routes, etc., greatly expanding the scope of application for equal-interval adjustments of trains.

[0021] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0022] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof.

[0023] In the attached image:

[0024] 5 Figure 1 This is a flowchart of a train interval adjustment method according to an embodiment of the present disclosure.

[0025] Figure 2 A schematic diagram of a "I" type intersection is shown.

[0026] Figure 3 A schematic diagram of the large and small intersections is shown.

[0027] Figure 4 A schematic diagram of a Y-shaped intersection is shown.

[0028] Figure 5 A schematic diagram of equivalent intersections is shown.

[0029] 0 Figure 6 This is a flowchart illustrating the determination of train tracking intervals on a loop-by-loop basis according to an embodiment of this disclosure.

[0030] Figure 7 This is a block diagram illustrating an electronic device according to an exemplary embodiment.

[0031] Figure 8 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Detailed Implementation

[0032] 5. The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that,

[0033] The specific embodiments described herein are for illustrative and explanatory purposes only and are not intended to limit the scope of this disclosure.

[0034] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0035] Figure 1 This is a flowchart of a train interval adjustment method according to an embodiment of the present disclosure. Figure 1 As shown, the method includes the following steps S11 to S14.

[0036] In step S11, the route information for each running route is obtained.

[0037] A railway route refers to a fixed section of track where a train undertakes transportation tasks; that is, the section of track where a train runs from the starting station to the terminal turnaround station.

[0038] Currently, there are various types of road junctions.

[0039] Figure 2 A schematic diagram of a "I" type intersection is shown. (For example...) Figure 2 As shown, the upbound route ① includes the parking location node ST1. 上行 ST2 上行 ST3 上行 ST4 上行 ST5 上行 Downbound route ② includes parking location node ST5 下行 ST4 下行 ST3 下行 ST2 下行 ST1 下行 .

[0040] Figure 3 A diagram illustrating long and short routes is shown. A long route refers to a train completing the entire journey, while a short route refers to a train using one station as a temporary terminus within the entire journey. For example... Figure 3 As shown, upbound route ① and downbound route ② are large routes, while upbound route ③, upbound route ⑤, downbound route ④ and downbound route ⑥ are small routes.

[0041] Figure 4 A schematic diagram of a Y-shaped intersection is shown. A Y-shaped intersection is a route consisting of a main line and branch lines, with through traffic running on both the main line and branch lines.

[0042] The route information for each route can include the various parking location nodes of each route, the stop duration at each parking location node, the running time between each parking location node, and so on.

[0043] In step S12, the overlapping and non-overlapping areas between routes are determined based on the route information.

[0044] In some embodiments, based on the parking location nodes included in the route information, it is possible to determine whether there are overlapping areas between routes. Figure 4 For example, since both upbound route ① and upbound route ③ pass through ST1 上行 ST2 上行 ST3 上行 Therefore, the overlapping area of ​​uplink route ① and uplink route ③ is path "ST1". 上行 →ST2 上行 →ST3 上行 "; Since both downlink route ② and downlink route ④ pass through ST3 下行 ST2下行 ST1 下行 Therefore, the overlapping area of ​​downlink intersection ② and downlink intersection ④ is "ST3". 下行 →ST2 下行 →ST1 下行 The rest are non-overlapping areas.

[0045] In step S13, the running time of the overlapping area trains and the number of trains running in the overlapping area are determined in each overlapping area, and the train tracking interval in each overlapping area is adjusted according to the running time of the overlapping area trains and the number of trains running in the overlapping area.

[0046] The train running time in the overlapping area refers to the running time required for a train to travel through the overlapping area. For example, for overlapping area A, the running time required for a train to travel through overlapping area A is 'a', and for overlapping area B, the running time required for a train to travel through overlapping area B is 'b'. Therefore, the train running time in the overlapping area of ​​overlapping area A is 'a', and the train running time in the overlapping area of ​​overlapping area B is 'b'.

[0047] The number of trains operating in an overlapping area refers to the number of trains that need to undertake transportation tasks in the overlapping area. For example, if m trains are needed for transportation tasks in overlapping area A and n trains are needed for transportation tasks in overlapping area B, then the number of trains operating in overlapping area A is m, and the number of trains operating in overlapping area B is n.

[0048] In some embodiments, the train running time in the overlapping area can be determined based on the dwell time at all stopping locations included in each overlapping area and the running time between each stopping location. Stopping location nodes refer to platforms and other locations where trains need to stop. Figure 4 For example, the overlapping area "ST1" in the upward direction 上行 →ST2 上行 →ST3 上行 The train running time in the overlapping area is ST1. 上行 Stop duration at ST1 上行 To ST2 上行 runtime, ST2 上行 Stop duration, ST2 上行 To ST3 上行 runtime, ST3 上行 The sum of the stop times.

[0049] Additionally, if there are post-station turnarounds in the overlapping area, the turnaround time must be considered when determining the train running time in the overlapping area. Still using... Figure 4 For example, if the overlapping area in the upward direction is "ST1" 上行 →ST2 上行→ST3 上行 "If there is a post-station turnaround, then the overlapping area in the upward direction is "ST1" 上行 →ST2 上行 →ST3 上行 The train running time in the overlapping area is ST1. 上行 Stop duration at ST1 上行 To ST2 上行 runtime, ST2 上行 Stop duration, ST2 上行 To ST3 上行 runtime, ST3 上行 The sum of the station dwell time and the turnaround time after the station.

[0050] In some embodiments, when determining the train running time in the overlapping area, if there is a manually set stop time and a running time between each stopping position node, then the stop time is the manually set stop time, and the running time between each stopping position node is the manually set running time between each stopping position node; if there is no manually set stop time and a running time between each stopping position node, then the stop time is the default stop time, and the running time between each stopping position node is the default running time between each stopping position node.

[0051] The default runtime between each parking location node can be determined based on the default operating level between them. Typically, the operation between parking location nodes can be divided into several operating levels, each corresponding to a different operating speed and runtime. Furthermore, one of these operating levels can be set as the default operating level.

[0052] In some embodiments, determining the number of trains operating in each overlapping area may include: counting the total number of trains operating in each overlapping area, and using the total number of trains in each overlapping area as the number of trains operating in each overlapping area. Figure 3 For example, for the overlapping area in the upward direction, since the upward routes ①, ③ and ⑤ all pass through platforms ST1, ST2, ST3 and ST4, when counting the number of trains in the overlapping area in the upward direction, it is necessary to count all trains running in the upward routes ①, ③ and ⑤.

[0053] In some embodiments, adjusting the train following interval in each overlapping area based on the train running time and the number of trains operating in the overlapping area may include: adjusting the train following interval in each overlapping area based on the value obtained by dividing the train running time in the overlapping area by the number of trains operating in the overlapping area. That is, the value obtained by dividing the train running time in the overlapping area by the number of trains operating in the overlapping area can be used as the new train following interval for the corresponding overlapping area.

[0054] In some embodiments, if the number of trains operating in the overlapping area is zero, the train tracking interval in the corresponding overlapping area may not need to be adjusted.

[0055] In step S14, the running time of the trains on each route and the number of trains running on each route are determined, and the train tracking interval on each non-overlapping area is adjusted according to the running time of the trains on each route and the number of trains running on each route.

[0056] The running time of a train on a specific route refers to the running time required for a train to complete a certain route. For example, for route C, the running time required for a train to complete route C is c, and for route D, the running time required for a train to complete route D is d. Therefore, the running time of the train on route C is c, and the running time of the train on route D is b.

[0057] The number of trains operating on a route refers to the number of trains that need to undertake transportation tasks on a certain route. For example, for route E, e trains are needed to undertake transportation tasks, and for route F, f trains are needed to undertake transportation tasks. Then the number of trains operating on route E is e, and the number of trains operating on route F is f.

[0058] In some embodiments, the train running time of a route can be determined based on the dwell time at all stopping locations included in each route and the running time between each stopping location. Figure 2 For example, the travel time of the trains on the up-line route ① is ST1. 上行 Stop duration at ST1 上行 To ST2 上行 runtime, ST2 上行 Stop duration, ST2 上行 To ST3 上行 runtime, ST3 上行 Stop duration, ST3 上行 To ST4 上行 runtime, ST4 上行 Stop duration, ST4 上行 To ST5 上行 runtime, ST5 上行 The sum of the stop times.

[0059] Additionally, if the route includes a turnaround after a station, the turnaround time must be considered when determining the train's running time. (Still using...) Figure 2 For example, if the up-line route ① involves a turnaround after the station, then the travel time for the up-line route ① is ST1. 上行 Stop duration at ST1 上行 To ST2 上行 runtime, ST2 上行 Stop duration, ST2 上行 To ST3 上行 runtime, ST3 上行 Stop duration, ST3 上行 To ST4 上行 runtime, ST4 上行 Stop duration, ST4 上行 To ST5 上行 runtime, ST5 上行 The sum of the station dwell time and the turnaround time after the station.

[0060] In some embodiments, when determining the running time of a train route, if there are manually set stop times and running times between each stopping location node, then the stop time is the manually set stop time, and the running time between each stopping location node is the manually set running time between each stopping location node; if there are no manually set stop times and running times between each stopping location node, then the stop time is the default stop time, and the running time between each stopping location node is the default running time between each stopping location node. Through the above configuration, the manually adjusted portion can be taken into account.

[0061] The default runtime between each parking location node can be determined based on the default operating level between them. Typically, the operation between parking location nodes can be divided into several operating levels, each corresponding to a different operating speed and runtime. Furthermore, one of these operating levels can be set as the default operating level.

[0062] In some embodiments, the route information indicates the existence of equivalent routes, where equivalent routes refer to routes of the same type with roughly the same path, but with flexible turnaround points or intermediate nodes. Figure 5A schematic diagram of equivalent train routes is shown. Upward routes ③ and ⑤ have roughly the same route path, the difference being that upward route ③ involves a pre-station turnaround. Therefore, upward routes ③ and ⑤ are equivalent train routes. Downward routes ④ and ⑥ have roughly the same route path, the difference being that downward route ⑥ involves a pre-station turnaround. Therefore, downward routes ④ and ⑥ are equivalent train routes. When equivalent train routes exist, determining the train running time on each route can include: selecting one of the equivalent routes as the main route, and determining the train running time based on the route information of the main route. Figure 5 For example, for equivalent routes ③ and ⑤, any one of routes ③ and ⑤ can be set as the main route, such as setting the up-line route ③ as the main route. Then, the train running time of these equivalent routes is determined based on the up-line route ③. The purpose of setting the main route is to uniformly calculate the train running time of equivalent routes. Through the above configuration, the method according to the embodiments of this disclosure can be compatible with equivalent route scenarios, improving the flexibility of line operation.

[0063] In some embodiments, determining the number of trains operating on each route may include: determining the equivalent routes for each route, wherein equivalent routes refer to routes of the same type with substantially the same path but flexible turnaround points or intermediate nodes; and taking the total number of trains on each route and its equivalent routes as the number of trains operating on each route. Figure 5 For example, upward routes ③ and ⑤ are equivalent routes, and downward routes ④ and ⑥ are also equivalent routes. Therefore, when determining the number of trains operating on upward route ③, it is necessary to consider the number of trains operating on both upward route ③ and upward route ⑤, and the sum of these two numbers will be used as the total number of trains operating on upward route ③. Similarly, when determining the number of trains operating on downward route ④, it is necessary to consider the number of trains operating on both downward route ④ and downward route ⑥, and the sum of these two numbers will be used as the total number of trains operating on downward route ④.

[0064] In some embodiments, adjusting the train following interval in each non-overlapping area based on the route train running time and the number of trains running on that route may include: adjusting the train following interval in each non-overlapping area based on the value obtained by dividing the route train running time by the number of trains running on that route. That is, the value obtained by dividing the route train running time by the number of trains running on that route can be used as the new train following interval for the corresponding non-overlapping area. Alternatively, if the number of trains running on that route is zero, then the train following interval in the corresponding non-overlapping area may not be adjusted.

[0065] by Figure 4 For example, when the train is running on ST1 上行 ST2 上行 ST3 上行 ST1 下行 ST2 下行 ST3 下行 When these location nodes are present, due to the path "ST1" 上行 →ST2 上行 →ST3 上行 "This is an overlapping area in the upward direction, so it needs to be determined based on the path "ST1" 上行 →ST2 上行 →ST3 上行 The train tracking interval in the overlapping area is determined by the train running time and the number of trains running in the overlapping area, and the path "ST3" is used to determine the train tracking interval in that overlapping area. 下行 →ST2 下行 →ST1 下行 "This is an overlapping area in the downlink direction, so it needs to be determined based on the path "ST3" 下行 →ST2 下行 →ST1 下行 The train tracking interval in the overlapping area is determined by the train running time and the number of trains operating in the overlapping area. When a train is running on ST4... 上行 ST5 上行 ST6 上行 ST4 下行 ST5 下行 ST6 下行 When considering these location nodes, since these areas are non-overlapping, it is necessary to refer to the uplink intersection ① (i.e., path ST1). 上行 →ST2 上行 →ST3 上行 →ST6 上行 The ST6 is determined by the route running time and the number of trains running on the route. 上行 Train tracking intervals at location nodes are based on downlink route ② (i.e., path ST6). 下行 →ST3 下行 →ST2 下行 →ST1 下行 The ST6 is determined by the route running time and the number of trains running on the route. 下行 Train tracking intervals at location nodes are based on upstream route ③ (i.e., path ST1). 上行 →ST2 上行 →ST3 上行 →ST4 上行 →ST5 上行 The ST4 is determined by the route running time and the number of trains running on the route.上行 ST5 上行 Train tracking intervals at location nodes are based on downlink route ④ (i.e., route ST5). 下行 →ST4 下行 →ST3 下行 →ST2 下行 →ST1 下行 The ST4 is determined by the route running time and the number of trains running on the route. 下行 ST5 下行 Train tracking interval at location nodes. It can be seen that the tracking interval of the same train may be different when running in overlapping areas and non-overlapping areas. That is, the tracking interval is smaller in overlapping areas and longer in non-overlapping areas.

[0066] By adopting the above technical solution, the overlapping and non-overlapping areas between routes are first determined based on route information. Then, the running time and number of trains operating in the overlapping area are determined. Based on the running time and number of trains operating in the overlapping area, the train tracking interval in each overlapping area is adjusted. Similarly, the running time and number of trains operating on each route are determined. Based on the running time and number of trains operating on each route, the train tracking interval in each non-overlapping area is adjusted. This allows for real-time dynamic adjustment of train tracking intervals based on the current train operation status and route operation status, enabling trains to be more evenly distributed on the line. This allows for the determination of appropriate train intervals even when there are significant deviations from the plan or differences between the actual number of trains on the line and the planned number of trains, thus improving the passenger experience. Furthermore, since the train tracking interval is automatically adjusted based on line operation, the workload of dispatchers in manual calculations is reduced. Moreover, the method according to the embodiments of this disclosure is applicable to various route types, including "I" type routes, large and small routes, and "Y" type routes, greatly expanding the scope of application of train tracking interval adjustment.

[0067] Figure 6 This is a flowchart illustrating the determination of train tracking intervals on a loop-by-loop basis according to embodiments of this disclosure. Figure 6 As shown, the method may include the following steps S61 to S64.

[0068] In step S61, the loop to which each route belongs is determined, wherein the loop includes upbound routes and downbound routes.

[0069] A loop refers to a route where the starting station of an up-line route is the same as the ending station of a down-line route, and the ending station of an up-line route is the same as the starting station of a down-line route, thus forming a closed loop. If a certain up-line route does not have a corresponding down-line route, then that up-line route is considered to form a loop on its own.

[0070] by Figure 3 Let's take a loop as an example to illustrate.

[0071] Upward route ① (i.e., route ST1) 上行 →ST2 上行 →ST3 上行 →ST4 上行 →ST5 上行 ) and downlink route ② (i.e., route ST5) 下行 →ST4 下行 →ST3 下行 →ST2 下行 →ST1 下行 This forms a loop.

[0072] Upward route ③ (i.e., route ST1) 上行 →ST2 上行 →ST3 上行 →ST4 下行 Downstream route ④ (i.e., route ST4) 下行 →ST3 下行 →ST2 下行 →ST1 下行 ), Upward route ⑤ (i.e., route ST1) 上行 →ST2 上行 →ST3 上行 →ST4 上行 Downstream route ⑥ (i.e., route ST4) 上行 →ST3 下行 →ST2 下行 →ST1 下行 This forms another loop. Since the upward routes ③ and ⑤ are equivalent routes, and the downward routes ④ and ⑥ are equivalent routes, routes ③, ④, ⑤ and ⑥ are grouped into the same loop.

[0073] In step S62, the loop train running time is determined based on the running time of the trains on the up route and the running time of the trains on the down route.

[0074] The running time of trains on the up-line route and the running time of trains on the down-line route can be combined with the above. Figure 1 The methods described are used to determine this, and will not be elaborated upon here.

[0075] The running time of a loop train is equal to the sum of the running times of the trains on the up-line routes included in the loop and the running times of the trains on the down-line routes included in the loop.

[0076] In step S63, the number of trains operating in the loop is determined based on the route information of the up route and the route information of the down route.

[0077] For example, suppose the number of trains operating on the up-line route is M, and the same M trains are responsible for the down-line transportation task, then the number of trains operating on the loop route is M.

[0078] In step S64, the train tracking interval for each non-overlapping area on the loop is adjusted based on the loop train running time and the number of trains running on the loop.

[0079] That is, the train tracking interval for each non-overlapping area on the loop is obtained by dividing the loop train running time by the number of trains running on the loop.

[0080] Train tracking intervals in overlapping areas on the ring road are achieved by combining the front and rear tracks. Figure 1 The method described is used to determine this.

[0081] By adopting the above technical solution, the train tracking interval can be dynamically adjusted in real time on a loop basis, so that trains can be more evenly distributed on the line. This allows for the determination of appropriate train intervals when there is a significant deviation from the plan or when there is a difference between the actual number of trains on the line and the planned number of trains, thereby improving the passenger riding experience.

[0082] Figure 7 This is a block diagram illustrating an electronic device 700 according to an exemplary embodiment. For example... Figure 7 As shown, the electronic device 700 may include: a first processor 701 and a first memory 702. The electronic device 700 may also include one or more of a first multimedia component 703, a first input / output (I / O) interface 704, and a first communication component 705.

[0083] The first processor 701 controls the overall operation of the electronic device 700 to complete all or part of the steps in the above-described train interval adjustment method. The first memory 702 stores various types of data to support the operation of the electronic device 700. This data may include, for example, instructions for any application or method operating on the electronic device 700, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The first memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The first multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the first memory 702 or transmitted via the first communication component 705. The audio component also includes at least one speaker for outputting audio signals. The first I / O interface 704 provides an interface between the first processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. The first communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G, or a combination thereof, is not limited here. Therefore, the corresponding first communication component 705 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0084] In an exemplary embodiment, the electronic device 700 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above-described train equal interval adjustment method.

[0085] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the train interval adjustment method described above. For example, the computer-readable storage medium may be the first memory 702 including the program instructions, which may be executed by the first processor 701 of the electronic device 700 to complete the train interval adjustment method described above.

[0086] Figure 8 This is a block diagram illustrating an electronic device 1900 according to an exemplary embodiment. For example, the electronic device 1900 may be provided as a server. (Refer to...) Figure 8 The electronic device 1900 includes a second processor 1922, which may be one or more, and a second memory 1932 for storing computer programs executable by the second processor 1922. The computer program stored in the second memory 1932 may include one or more modules, each corresponding to a set of instructions. Furthermore, the second processor 1922 may be configured to execute the computer program to perform the aforementioned train interval adjustment method.

[0087] Additionally, the electronic device 1900 may also include a second power supply component 1926 and a second communication component 1950. The second power supply component 1926 may be configured to perform power management of the electronic device 1900, and the second communication component 1950 may be configured to enable communication of the electronic device 1900, such as wired or wireless communication. Furthermore, the electronic device 1900 may also include a second input / output (I / O) interface 1958. The electronic device 1900 can operate on an operating system stored in a second memory 1932.

[0088] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the train interval adjustment method described above. For example, the non-transitory computer-readable storage medium may be the second memory 1932 including the program instructions, which may be executed by the second processor 1922 of the electronic device 1900 to complete the train interval adjustment method described above.

[0089] In another exemplary embodiment, a computer program product is also provided, which includes a computer program executable by a programmable device, the computer program having a code portion for performing the above-described train interval adjustment method when executed by the programmable device.

[0090] The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0091] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0092] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A method for adjusting train intervals, characterized in that, include: Obtain route information for each currently running route; Based on the route information, the overlapping and non-overlapping areas between the routes are determined; Determine the running time of overlapping trains and the number of trains running in each overlapping area, and adjust the train tracking interval in each overlapping area according to the running time of overlapping trains and the number of trains running in overlapping areas. Determine the train running time and the number of trains running on each of the routes, and adjust the train tracking interval on each of the non-overlapping areas based on the train running time and the number of trains running on each route. The route information indicates the existence of equivalent routes, where equivalent routes refer to routes of the same type with roughly the same path, but with flexible turn-off points or intermediate nodes; Determining the train running time on each of the routes includes: selecting one of the equivalent routes as the main route, and determining the train running time on the main route based on the information of the main route; Determining the number of trains operating on each of the aforementioned routes includes: Determine the equivalent intersection for each of the aforementioned intersections; and The total number of trains on each route and its equivalent routes is taken as the number of trains operating on each route.

2. The method according to claim 1, characterized in that, Determining the train running time in each of the overlapping areas includes: determining the train running time in the overlapping area based on the stopping time at all stopping position nodes included in each overlapping area and the running time between each stopping position node; Determining the train running time on each of the routes includes: determining the train running time on each route based on the stop duration at all stopping locations included in each route and the running time between each stopping location.

3. The method according to claim 1, characterized in that, There are post-station turnarounds in the overlapping area; Determining the running time of the overlapping area train in each of the overlapping areas includes: determining the running time of the overlapping area train based on the stopping time at all stopping position nodes included in each of the overlapping areas, the time of the turnaround after the station, and the running time between each stopping position node; The route includes a turnaround after a station; determining the running time of the trains on each route includes: determining the running time of the trains on each route based on the stopping time at all stopping locations included in each route, the duration of the turnaround after the station, and the running time between each stopping location.

4. The method according to claim 2 or 3, characterized in that, If there are manually set stop durations and running times between each parking location node, then the stop duration is the manually set stop duration, and the running time between each parking location node is the manually set running time between each parking location node. If there is no manually set stop duration and runtime between each parking location node, then the stop duration is the default stop duration, and the runtime between each parking location node is the default runtime between each parking location node.

5. The method according to any one of claims 1 to 3, characterized in that, The step of adjusting the train tracking interval in each overlapping area based on the train running time in the overlapping area and the number of trains running in the overlapping area includes: adjusting the train tracking interval in each overlapping area based on the value obtained by dividing the train running time in the overlapping area by the number of trains running in the overlapping area. The step of adjusting the train tracking interval in each non-overlapping area based on the running time of the trains on the route and the number of trains on the route includes: adjusting the train tracking interval in each non-overlapping area based on the value obtained by dividing the running time of the trains on the route by the number of trains on the route.

6. The method according to any one of claims 1 to 3, characterized in that, The method further includes: Determine the loop to which each of the routes belongs, wherein the loop includes an upbound route and a downbound route; The loop train running time of the loop is determined based on the running time of the trains on the up route and the running time of the trains on the down route; Based on the route information of the up-line route and the route information of the down-line route, the number of trains operating in the loop is determined; The train tracking interval for each non-overlapping area on the loop is adjusted based on the loop train running time and the number of trains running on the loop.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-6.

8. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-6.

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