Subway area autonomous transportation system, autonomous transportation method and electronic equipment

Abstract

The present invention relates to the technical field of intelligent subway line network transportation organization, and in particular to a subway area autonomous transportation system, an autonomous transportation method, and an electronic device. The subway area autonomous transportation system disclosed in the present invention includes: a first processing unit, which evaluates the road network operation status and / or issues operation decisions based on the road network operation data obtained by the second processing unit and stipulates the handover rules between the second units; a second processing unit, which obtains the road network operation data and uploads it to the first processing unit, stipulates the configuration plan of the equipment in the road network area based on the operation decision issued by the first processing unit, and formulates autonomous control rules for the equipment of the third processing unit according to various businesses; a third processing unit, which collects information and performs autonomous control and authority setting of the equipment in the station. The present invention improves the operational efficiency of the rail transit system and reduces the operating costs and risks of the system.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent subway network transportation organization, and in particular to a subway area autonomous transportation system, an autonomous transportation method and electronic equipment. Background Art

[0002] At present, most domestic urban rail transit systems adopt a single-station operation and management model, that is, they conduct operations and control at a single station. The station operates various equipment, decides on passenger flow control, and executes daily operations on its own. It is unable to share and interact with other stations, making it difficult to achieve unified coordination and cooperation in business operations. In terms of business execution, the monitoring and judgment of the status of various equipment and the operation of conversion are still at the manual level, with a low degree of automation. Recent cutting-edge research has only been attempted in station inspections and switch station operations, and in actual application, the implementation of specific business operations requires manual secondary confirmation on the integrated monitoring platform, and it has not been able to reach the level of interaction with the timetable. The data exchange between the equipment in the monitoring of each station is also largely lacking, and the cost of operating a single station is high, which greatly increases the cost of transformation and operation. Therefore, the existing subway network management system has the following deficiencies:

[0003] (1) The level of intelligence in system equipment and business processes is relatively weak, and they rely heavily on manual labor;

[0004] (2) Redundant links are set up to ensure security, resulting in low upload efficiency;

[0005] (3) The management scope of stations managed according to line classification is large, and the information transmission and coordinated linkage between stations are poor;

[0006] (4) The equipment styles are varied and the management is complex;

[0007] (5) Manual control and identification has a high risk of omissions, delays, and false alarms;

[0008] (6) Subway station equipment is relatively independent, and information cannot be transmitted between equipment and systems, and information cannot be effectively shared between stations.

[0009] In view of the shortcomings of the current subway system management, there are few studies on the regional centralized management model that divides all stations in the subway system into several areas and selects central stations in the area, integrates the inspection, monitoring, station switch and other subsystems of all stations in the area into the central station system, and performs unified automatic joint control of equipment and services of central stations and non-central stations in the area to achieve centralized management of multiple stations. Therefore, the present invention studies the reconstruction of the operation and management model of the subway system, divides the transportation organization system into hierarchical levels with regional units as the middle layer, and renovates and upgrades the equipment in the station, improves the daily business processes of the system, selects regional central stations and divides the jurisdiction of regional central stations, realizes centralized and integrated linkage management of station services of multiple stations in the area, completes unmanned business judgment and execution, and achieves the purpose of simplifying business processes, improving system operation efficiency, enhancing information interaction and transmission efficiency between stations, reducing time cost and labor cost to increase economic benefits, reducing system failure rate and risk level, and ensuring system safety and reliability. Summary of the Invention

[0010] At least one aspect or advantage of the invention will be set forth in part in the following description, or may be obvious from the description, or may be learned through practice of the disclosed subject matter.

[0011] According to a first aspect of the present invention, a subway area autonomous transportation system includes:

[0012] The first processing unit evaluates the road network operation status and / or issues operation decisions based on the road network operation data obtained by the second processing unit and specifies the handover rules between the second units;

[0013] The second processing unit obtains road network operation data based on the third processing unit and uploads it to the first processing unit. Based on the operation decision issued by the first processing unit, the second processing unit determines the configuration plan of the equipment in the road network area and formulates autonomous control rules for the equipment of the third processing unit according to various services.

[0014] a third processing unit configured to collect information based on the devices within the station and control the devices within the station based on instructions issued by the second processing unit;

[0015] The second processing unit is controlled by the first processing unit, and the third processing unit is controlled by the directly associated second processing unit;

[0016] The road network area controlled by the second processing unit is divided based on passenger flow and passenger flow destination;

[0017] The road network area controlled by the second processing unit includes a central passenger station and an ordinary passenger station. The second processing unit is set at the central passenger station, and the third processing unit is set at the ordinary passenger station.

[0018] According to one embodiment of the present invention, performing road network operation status evaluation based on the road network operation data acquired by the second processing unit includes:

[0019] The transport demand of the main network is monitored based on the data uploaded by each second processing unit. The passenger flow of the line network area corresponding to each second processing unit is sorted according to the total passenger flow of the line network, the train punctuality and fulfillment rate, the train load rate and congestion, and the accident risk points, and the passenger flow demand forecast value for the next period is obtained;

[0020] Obtain the operational status of the road network based on the adaptability of the network capacity and passenger demand forecast;

[0021] Based on the operation status of the road network, an operation decision of the road network is obtained, and the operation decision includes a second processing unit involved and a corresponding control method.

[0022] According to one embodiment of the present invention, in response to the number of second processing units involved in the operational decision of the road network is not less than 2, the associated road network area and the associated second processing units are obtained based on the second processing units involved, and the train operation restrictions and the handover rules between areas are determined based on the differences in the operating status and transportation capacity of the road network.

[0023] According to one embodiment of the present invention, the method for dividing the road network area includes:

[0024] Using commuter corridor information as prior knowledge, all stations in the subway system are classified according to their geographical location, work-residence attributes, and geographical location, to obtain the first cluster division results corresponding to the stations;

[0025] Based on the difference in the proportion of stations and passenger flow destinations within the group, the first group division result is reclassified to obtain the second group division result of the station;

[0026] The cluster in the second cluster division result is the road network area controlled by the second processing unit, and the central passenger station of the second processing unit is the passenger station included in the cluster.

[0027] According to one embodiment of the present invention, the facilities within the central passenger station and the ordinary passenger station are centrally controlled, and some control cabinets of the ordinary passenger station are integrated into the regional central station. The PSD control panel, AFC clearing, CCTV host, broadcast media station, individual communication, and gas fire extinguishing FAS host in the third processing unit are directly controlled by the second processing unit.

[0028] According to one embodiment of the present invention, the second processing unit includes a passenger flow monitoring and early warning system, which has the function of monitoring regional passenger flow data in real time and predicting and displaying the passenger flow in the next time period. After the passenger flow data in the monitored area or the passenger flow in the next time period exceeds the threshold, the passenger organization plan is selected and started automatically according to the preset scenario matched with the prediction situation; according to the plan, the equipment of the third processing unit starts automatic intelligent joint control, the PA plays safety prompts and related content, the PIS displays relevant information and guides passenger flow, the electronic display adjusts the guidance prompts, the escalator adjusts the running direction, starts current limiting and temporary skipping stations, and closes the designated entrances and exits of the station.

[0029] According to one embodiment of the present invention, the third processing unit also responds to a risk event, automatically switches the device screen to the camera closest to the emergency event, monitors and identifies the scene to determine the type of disaster, and uploads the risk event information to the second processing unit associated with it; when the monitoring system of the third processing unit determines that the emergency event is uncontrollable, it immediately controls the equipment in the station, and the PA and PIS systems play and display relevant information respectively, the gate adjusts the direction or closes the non-evacuation direction, shuts down the escalator in the non-evacuation direction, and automatically sets the access control authority to normally open, and organizes the evacuation of passengers in the station.

[0030] According to one embodiment of the present invention, for station inspection services, the second processing unit selects an inspection plan, and the third processing unit relies on the newly added smart camera to automatically inspect the passenger station to obtain the inspection results. When the inspection results contain abnormalities, the abnormal information is uploaded to the second processing unit; the inspection information returned each time can be used together with the inspection evaluation results in the historical data for inspection data learning, training, and modification and improvement of the inspection plan. The second processing unit uses machine learning and AI technology to automatically generate station inspection plans for different stations and different operating conditions.

[0031] According to a second aspect of the present invention, a method for autonomous transportation in a subway area includes:

[0032] Determine the operational status of the road network based on the operational information of each road network area;

[0033] Determine the control method for each road network area based on the operational status of the road network;

[0034] Control the equipment in passenger stations in each road network area based on the control method of road network area according to business classification;

[0035] The road network area includes a central passenger station, the operation information of the road network area is aggregated and uploaded through the central passenger station, the equipment in the road network area is controlled by the central passenger station, and the second processing unit sets the equipment control authority of the third processing unit;

[0036] The road network areas are divided based on passenger flow and passenger flow destinations.

[0037] According to the third aspect of the present invention, an electronic device includes a collector, a display, a memory, a processor and a computer program stored in the memory and runnable on the processor, wherein the collector includes various types of smart cameras to implement video surveillance technology and functions as required, the display is uniformly connected to the Internet of Things platform of Sui Teng OS2.0, and the collection is performed through the third processing unit. The second processing unit can receive data transmission from the external display device and can issue commands to the external display device. When the processor executes the program, an autonomous transportation method is implemented.

[0038] The beneficial effects of the present invention include:

[0039] (1) A new generation of smart metro regional autonomous transportation organizational structure and system with three layers has been constructed. The coordination and cooperation among the layers can realize the normal operation of the metro system under various operation scenarios. The coordinated linkage and control management of stations are carried out on a regional basis. Different from the single-station operation and management model, the information barriers between stations are broken down, and the efficiency of command issuance and execution is further improved.

[0040] (2) Under the framework of the autonomous transport organization system, various business processes are reconstructed based on the update of station equipment and the granting of different types of management permissions. The inspection, monitoring, station switch and other subsystems of all stations in the region are integrated into the central station system. When executing business, the regional central station centrally operates and manages equipment and facilities for unified linkage. Under the coordinated operation of various ordinary stations, the implementation of various business links is more economical and efficient.

[0041] (3) In line with the development trend of subway station automation, various new intelligent devices are equipped in the stations. Most of the work in the stations can be replaced by advanced intelligent devices and information technology. The efficiency of information transmission between stations is improved, and remote control can be achieved. The entire process of equipment conversion operation is automated and orderly connected. The system failure rate is reduced and the operational reliability is higher. The risk of errors caused by manual operation and identification is reduced, and the operational efficiency and command execution effect are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 , a schematic diagram of the working process of the subway area autonomous transportation system of the present invention;

[0043] Figure 2 , a schematic diagram of the station equipment linkage process during the execution of the one-key station opening service of the present invention. DETAILED DESCRIPTION

[0044] The present invention will now be discussed with reference to exemplary embodiments. It should be understood that the embodiments discussed are only intended to enable those skilled in the art to better understand and implement the present invention, rather than to imply any limitation on the scope of the present invention.

[0045] As used herein, the term "including" and variations thereof are to be interpreted as open-ended terms meaning "including, but not limited to." The term "based on" is to be interpreted as "based, at least in part, on." The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment."

[0046] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0047] According to one embodiment of the present invention, a metro area autonomous transportation system includes: a first processing unit that performs a road network operation status assessment and / or issues an operation decision based on road network operation data acquired by a second processing unit and specifies a handover rule between the second units;

[0048] The second processing unit obtains road network operation data based on the third processing unit and uploads it to the first processing unit. Based on the operation decision issued by the first processing unit, the second processing unit determines the configuration plan of the equipment in the road network area and formulates autonomous control rules for the equipment of the third processing unit according to various services.

[0049] a third processing unit configured to collect information based on the devices within the station and control the devices within the station based on instructions issued by the second processing unit;

[0050] The second processing unit is controlled by the first processing unit, and the third processing unit is controlled by the directly associated second processing unit;

[0051] The road network area controlled by the second processing unit is divided based on passenger flow and passenger flow destination;

[0052] The road network area controlled by the second processing unit includes a central passenger station and an ordinary passenger station. The second processing unit is set at the central passenger station, and the third processing unit is set at the ordinary passenger station.

[0053] In the present invention, the equipment in the passenger stations within each road network area is controlled based on the control method according to the business classification of the road network area; the road network area includes a central passenger station, and the operation information of the road network area is summarized and uploaded through the central passenger station. The equipment in the road network area is controlled through the central passenger station, and the second processing unit sets the equipment control authority of the third processing unit.

[0054] In the present invention, the first processing unit is oriented towards road network operation, and performs overall operation status evaluation and operation decision-making of the road network; the second processing unit is oriented towards regional operation, and independently performs regional business management and execution; the third processing unit is used to face the device node and realize the specific equipment drive and linkage of each station.

[0055] The first processing unit, the second processing unit and the third processing unit break the division of existing subway lines and form a three-tier management model similar to an octopus structure. By reconstructing the work content and processes of each business under the existing management model, a business operation model plan under regional centralization is formed. Based on the knowledge of technical personnel in this field and with the help of remotely operated smart devices, remote linkage can be achieved.

[0056] In some embodiments of the present invention, the first processing unit is oriented to road network operations, and performing overall road network operation status assessment and operation decision-making may include:

[0057] Based on the data uploaded by each region, the transportation demand of the entire network is monitored. In real time, the total passenger flow of the line network, train punctuality and fulfillment rate, train load rate and congestion, and accident risk point ranking are summarized. The passenger flow of each region is ranked and the passenger flow demand for the next period is predicted.

[0058] A real-time comparison is made with the line network capacity to evaluate the degree of compatibility between the two and determine the operational status of the line network. Based on the evaluation results, the network-level decision-making layer generates recommendations for passenger flow coordination and capacity coordination among regions, and issues the approval plan to the regional central stations and regional dispatching centers that need to carry out passenger flow control.

[0059] When an emergency occurs with a large impact, the first processing unit will handle the emergency according to the relevant information of the emergency, and the other areas will cooperate. The first processing unit can unify the transportation capacity matching among all regions of the entire network in a fixed time period, coordinate the transportation demand among regions, formulate the train operation restrictions for the same line in different regions, such as the number of trains running on the entire line and the time of the first and last trains, etc., stipulate the train handover rules at the boundary of each region, and conduct the handover of train operation information and monitoring and control authority. When the first processing unit forms the corresponding operational decision, the first processing unit sends the instruction to the second processing unit through the network to carry out the operation of each road network section.

[0060] Furthermore, the second processing unit performs regional control within the network interval defined by the first processing unit. For example, when the network-level decision-making layer issues a control and adjustment instruction, the second processing unit executes the corresponding decision and emergency plan and formulates a train operation schedule within the area under the train operation restrictions specified by the first processing unit.

[0061] The configuration of the second processing unit in the station can be achieved through various modifications, such as by modifying the existing station and configuring additional virtual control equipment in the existing station; or by arranging the corresponding control equipment on the newly opened line route based on the overall consistency planning.

[0062] The third processing unit directly interfaces with the devices and the second processing unit, collecting station information and controlling the devices. For example, this involves linking the devices to enable station opening, closing, and patrol operations. Specifically, the station devices targeted by the third processing unit may include hardware components such as cameras, as well as software components such as the IoT platform.

[0063] According to one embodiment of the present invention, performing road network operation status evaluation based on the road network operation data acquired by the second processing unit includes:

[0064] The transport demand of the main network is monitored based on the data uploaded by each second processing unit. The passenger flow of the line network area corresponding to each second processing unit is sorted according to the total passenger flow of the line network, the train punctuality and fulfillment rate, the train load rate and congestion, and the accident risk points, and the passenger flow demand forecast value for the next period is obtained;

[0065] Obtain the operational status of the road network based on the adaptability of the network capacity and passenger demand forecast;

[0066] Based on the operation status of the road network, an operation decision of the road network is obtained, and the operation decision includes a second processing unit involved and a corresponding control method.

[0067] The first processing unit predicts passenger flow based on transportation demand and collected data, and forms operational decisions for the road network based on the mismatch between the predicted passenger flow and actual transport capacity. The decision includes the line network sections involved and the control method for each line network section.

[0068] In this way, the operation strategy of each area can be planned based on the overall network operation data, thereby improving the operation efficiency of each road network section.

[0069] According to one embodiment of the present invention, in response to the number of second processing units involved in the operational decision of the road network is not less than 2, the associated road network area and the associated second processing units are obtained based on the second processing units involved, and the train operation restrictions and the handover rules between areas are determined based on the differences in the operating status and transportation capacity of the road network.

[0070] It should be understood that under the structural model of the present invention, there can be multiple second processing units. Since the first processing unit plans the overall transportation capacity of the road network, the second processing unit controls the equipment within the interval based on the overall road network operation strategy, thereby reducing the complexity of the system and improving the scalability of the system to a certain extent.

[0071] According to one embodiment of the present invention, the method for dividing the road network area includes:

[0072] Using commuter corridor information as prior knowledge, all stations in the subway system are classified according to their geographical location, work-residence attributes, and geographical location, to obtain the first cluster division results corresponding to the stations;

[0073] Based on the difference in the proportion of stations and passenger flow destinations within the group, the first group division result is reclassified to obtain the second group division result of the station;

[0074] The cluster in the second cluster division result is the road network area controlled by the second processing unit, and the central passenger station of the second processing unit is the passenger station included in the cluster.

[0075] The regional management and execution layer independently runs related businesses according to the set plans during operations, executes corresponding decisions and emergency plans when the network-level decision-making layer issues control and adjustment instructions, and formulates the train operation schedule within the area under the train operation restrictions stipulated by the network-level decision-making layer.

[0076] According to one embodiment of the present invention, the following method is provided for dividing the road network into sections:

[0077] Using commuter corridor information as prior knowledge, all stations within the subway system are grouped into distinct clusters by considering their geographic location, work-residence attributes, and other factors. Clusters are then adjusted based on the similarity of passenger flow destinations within each station. The mathematical description of this process is as follows:

[0078] (1): Define the station set as S{S1, S2, ..S n}, the group set is Z{Z1, Z2, ...Z m}, the Boolean matrix R corresponding to the station and group n×m , the adjacency matrix A n×m , B n×m , C n×mThey are the OD matrix between stations, the OD matrix between groups, and the OD passenger flow matrix from station to group.

[0079] (2) Establish a station-cluster correspondence matrix for existing residential and employment clusters related to commuter corridors. By analyzing the passenger flow waveform of the station, the employment and residence type of the station is determined. Combined with the geographical location of the station, the cluster is divided to form a basic version of the cluster.

[0080] (3) Through the Boolean matrix R n×m and the adjacency matrix A n×m Calculate the passenger flow C from each station to the group n×m . R n×m The element r in ij A value of 1 indicates that station i is assigned to group j, where i and j are the indexes of the station and group. Calculate the passenger flow ratio matrix of the station and group separately Calculate the difference in the proportion of destinations of each station and group within the group respectively, adjust the stations with a proportion greater than 10% and remove them from the current group, and re-merge them into other adjacent groups or form a separate group.

[0081] In the formula, the elements of the passenger and vehicle destination ratio matrix of the station and group are calculated according to the following formula: Where n and m are the number of stations and groups, respectively, and the subscripts i and j represent the indexes of the corresponding stations and groups.

[0082] According to one embodiment of the present invention, the facilities within the central passenger station and the ordinary passenger station are centrally controlled by the second processing unit.

[0083] In some embodiments of the present invention, the application is for the renovation of existing stations. The control equipment corresponding to the second processing unit and the ordinary station control cabinets under its jurisdiction are distributed in each ordinary station to directly control the equipment of the station. The regional central station does not directly control the ordinary station equipment.

[0084] Furthermore, in one embodiment of the present invention, the second processing unit includes a regional center-level control device, and the ordinary station control cabinets within the network under its jurisdiction are distributed in each ordinary station to directly control the equipment of the station, and the third processing unit does not directly control the ordinary station equipment. Specifically, in the equipment dispersion mode, the station control equipment is dispersed in each station, and instructions are issued through the regional center station. The instructions are then transmitted to the ordinary station level through the communication transmission system network channel for external equipment control. In this mode, the ordinary station can use the complete equipment set up in the station to operate independently and complete all business. PSD control panel, AFC clearing, CCTV host, broadcast media station, individual communication, gas fire extinguishing FAS host are configured as station control equipment at ordinary stations and set as regional control equipment at regional center stations.

[0085] According to some embodiments of the present invention, for the construction plan configuration of the new line, the regional central station equipped with the second processing unit has complete regional central station control equipment, and some control cabinets of the ordinary stations in the area are integrated into the regional central station, and some equipment of the ordinary stations are directly controlled by the regional central station. The station control equipment of the ordinary stations including PSD control panel, AFC clearing, CCTV host, broadcast media station, individual communication, and gas fire extinguishing FAS host are no longer set up, and the regional control equipment is directly set up in the regional central station to enable the second processing unit to control the equipment in the station through the third processing unit.

[0086] It should be understood that based on the above two different embodiments, those skilled in the art can understand that the control of the station by the second processing unit and the third processing unit can be implemented in multiple forms, or in a mixed form, that is, in some embodiments, the equipment facing the third processing unit can be directly controlled by the second processing unit.

[0087] In one embodiment of the present invention, the autonomous transportation system is used to implement passenger flow organization services, specifically including:

[0088] The second processing unit monitors regional passenger flow data in real time through the passenger flow monitoring and early warning system, and can calculate and display the predicted passenger flow in and out of the passenger control station in the next period. After exceeding the threshold, the system can match the preset scenario according to the prediction situation, select the appropriate passenger organization plan and start it independently. The passenger flow organization plan is output through the second processing unit to the station where passenger flow control operations are required. The equipment in the station starts automatic intelligent joint control, the PA plays safety prompts and related content, the PIS displays relevant information and guides passenger flow, the electronic display adjusts the guidance prompts, the escalator adjusts the running direction, starts flow limiting, temporarily skips the station, and closes the designated entrances and exits of the station.

[0089] In one embodiment of the present invention, the first processing unit stores the passenger organization plan for each station and publishes it to the second processing unit. The second processing unit stores the passenger organization plan related to the stations in this area. The second processing unit obtains the passenger flow forecast data for this area, and automatically publishes the plan content to the third processing unit after the passenger flow reaches the corresponding plan startup conditions; if collaborative control is required, the regional central station reports to the first processing unit, and the first processing unit publishes the corresponding plan to the second processing unit in the area where the collaborative control station is located. The third processing unit in the non-central station only receives the passenger flow organization strategy, and the passenger flow organization plan will be output to the intelligent joint control system in the area where each passenger control station is located to control the intelligent joint control of the equipment in the station in the area. Ordinary stations understand the real-time passenger flow situation and distribution of the station based on the intelligent video system. After the passenger flow reaches the set passenger flow threshold, the platform reminds whether to start the large passenger flow scenario. In addition to the corresponding thresholds for key areas, the overall passenger flow threshold for the station can also be set. After the high passenger flow scenario is activated, the PA will first play high passenger flow and safety reminders, and the PIS will display relevant passenger flow guidance information; CCTV will turn to monitor areas with dense passenger flow; secondly, the environmental control mode will be automatically adjusted, and the station environmental control system will be adjusted to the peak passenger flow operation mode; thirdly, the escalator direction will be adjusted, and each station and line will adjust the escalator direction in the designated area according to the local high passenger flow handling plan; under special circumstances, designated entrances and exits can be closed according to the local high passenger flow handling plan; in addition, high passenger flow startup information can be sent to relevant personnel (determined by operating personnel), and information about the activated high passenger flow scenario can be sent to relevant mobile terminals; key personnel can be located through mobile terminals, and the arrival of personnel after the high passenger flow is activated can be detected according to the personnel deployment requirements of the local high passenger flow handling plan.

[0090] In one embodiment of the present invention, the station patrol service is implemented by the autonomous transportation system, specifically including:

[0091] The second processing unit selects the equipment, area, and business to be inspected, generates corresponding inspection instructions, and the third processing unit receives the instructions from the second processing unit and conducts remote inspections through interaction with the equipment within the station. The equipment at each ordinary station relies on newly added smart cameras to conduct full-time intelligent monitoring of passenger flow data and personnel behavior, and can automatically patrol key areas within the station. It automatically identifies anomalies through intelligent recognition algorithms and automatically reports them to the third processing unit. The information from each inspection can be used for inspection data learning and training to modify and improve the inspection plan. Based on the operating status of the station on the day of operation and supplemented by the inspection evaluation results in historical operating data, machine learning, AI intelligence and other technologies are used to automatically generate station inspection plans for different stations and different operating conditions.

[0092] In one embodiment of the present invention, the inspection plan in the daily operation scenario includes inspection plans for areas such as station entrances and exits, station halls, platforms, and passages; and inspection plans for equipment such as emergency facilities, passenger information systems, automatic ticket vending machines, signs and markings, lighting facilities, escalators, platform doors, and inspection plans for daily operations such as station train reception and dispatching, switch stations, and construction. The inspection plan includes the inspection cycle, inspection duration, inspection order, inspection content, inspection path, and inspection scope. The inspection system can merge and group monitoring equipment (video monitoring, equipment monitoring, intelligent monitoring, etc.) for specific station areas, specific professional equipment, specific rooms, and station fire protection by calling the station monitoring system. When it comes to station inspections before and after switch stations, the inspection work of a specific path is achieved by merging and grouping the monitoring equipment (video monitoring, equipment monitoring, intelligent monitoring, etc.) in the inspection path. Abnormal operation scenarios mainly modify the corresponding inspection plans for equipment failures, passenger flow peaks, bad weather, major events, etc. Intelligent detection technology is used to achieve the purpose of abnormal scene identification. The patrol system can be connected to the station comprehensive monitoring system and use the existing functions of the comprehensive monitoring system to monitor the equipment status. On this basis, image recognition, edge detection and other technologies are used to identify station monitoring videos in real time. When an abnormal situation occurs in the station, the patrol plan for the corresponding scene is initiated.

[0093] The equipment required for the patrol plan relies on newly added smart cameras to conduct full-time intelligent monitoring of passenger flow data and personnel behavior, and can automatically patrol key areas within the station. It can automatically identify anomalies through intelligent recognition algorithms and automatically report them, and the regional central station can remotely confirm and handle the anomalies.

[0094] In one embodiment of the present invention, the second processing unit, through the third processing unit, inspects escalator faults within equipment failures. After inspection instructions are sent to the inspection system via the third processing unit at the station end, the inspection system receives escalator monitoring data from the intelligent monitoring and integrated monitoring systems at fixed times and locations. It collects and analyzes the temperature, speed, displacement, and other status of key escalator components. Through intelligent analysis and processing, it extracts characteristic information of the corresponding parts and constructs an "escalator equipment status report" for the inspection system's equipment inspection library. Information on abnormal components is transmitted to the third processing unit and reported to the second processing unit. If maintenance is required, maintenance personnel are notified to perform the appropriate actions. Compared to manual judgment of status, intelligent inspections can accurately and quantitatively display the status of the inspected equipment. Ultimately, an evaluation report on the station inspection results is generated from the equipment and personnel levels to the station and network levels. This improves efficiency and optimizes processes while also reducing operating costs and enhancing travel safety.

[0095] In one embodiment of the present invention, mobile patrols are implemented through mobile monitoring functions and mobile personnel, as well as functions such as station operation status and abnormal situation alarms within the regional mobile range. When station staff conduct patrol operations in the station, they locate the mobile device (tablet) and display the operation monitoring data of the nearest station. At the same time, they need to record the person operating the mobile device, time, content, and other information. When an abnormal event occurs, the station staff can view, process, and replay the abnormal event on the mobile device. After the abnormality is resolved, the mobile terminal sends a confirmation reminder to the system, and the station resumes normal operation after confirmation.

[0096] The inspection information can be used for inspection data learning, training, and modification and improvement of inspection plans. Based on the operating status of the station on the day of operation and supplemented by the inspection evaluation results in historical operating data, station inspection plans for different stations and different operating conditions can be automatically generated using machine learning, AI intelligence and other technologies.

[0097] In one embodiment of the present invention, at the end of each round of station inspections, the inspection system records the inspection duration, scope, equipment status, potential risks, and other information, and performs a quality assessment of the inspection efficiency and results. This information is then stored in the inspection system's knowledge base, providing decision support for the formulation of inspection plans in daily scenarios. This knowledge base can be synchronized with the second processing unit, and the task plan information for each station stored in the second processing unit is optimized. By processing station operation data obtained by the intelligent monitoring system and supplementing the existing video inspection function of the existing video surveillance system, different inspection models are established according to the operating company's needs for station inspections, and inspection time, inspection sequence, inspection frequency, etc. are customized. Intelligent inspections in abnormal operation scenarios include a series of contents such as anomaly identification, reporting, intelligent learning, and modification of inspection plans. Different recognition models and learning models are established according to different abnormal scenarios to achieve high accuracy and high efficiency in abnormal situation identification. Based on historical abnormal situations, deep learning models (such as GBDT models, XGBoost models, etc.) are introduced to learn from historical station abnormality data to discover the locations, areas, equipment, time periods, and processing times where abnormal events occur frequently. Based on the learning results, the station abnormal situation inspection plan is modified accordingly. Based on the scene type, passenger flow, equipment status, external weather, major events, etc. of the station operation on the day in the region, supplemented by the patrol knowledge base in historical operation data, machine learning, image recognition and other technologies are used to continuously update the patrol plan for abnormal scenarios. Each station can call these models through the second processing unit or the third processing unit to achieve the reuse of algorithms in different stations and improve the utilization rate of the algorithms. In addition, the same patrol mode can be called for the same scene in different stations. From the occurrence, identification, processing to the end of the abnormal situation, the patrol system records the time, location, type, detailed description and corresponding processing time of the abnormal situation, and conducts a quality evaluation of the patrol efficiency and results, and stores them in the patrol system's knowledge base to provide decision support for the formulation of patrol plans under abnormal scenarios.

[0098] In one embodiment of the present invention, implementing emergency response services through the autonomous transportation system specifically includes:

[0099] Under the regional centralized management operation mode, ordinary stations are unmanned or understaffed. When an emergency occurs at an unmanned station, the station's equipment can monitor and identify the scene to determine the type of disaster. The third processing unit activates the station's relevant emergency response system in response to the disaster. The screen automatically switches to the camera closest to the emergency, automatically handles the scene according to the emergency plan, and remotely transmits the time and location of the emergency to the regional management's control center in real time; at the same time, the corresponding station information is summarized in the second processing unit and sent to the first processing unit through the second processing unit. When the station's monitoring system determines that the emergency is uncontrollable, the station equipment is intelligently linked, and the PA and PIS systems play and display relevant information respectively. The gate adjusts its direction or closes the non-evacuation direction, shuts down the escalator in the non-evacuation direction, and the access control authority is automatically set to normally open, organizing the evacuation of passengers in the station.

[0100] In one embodiment of the present invention, the station is a staffed station. In an emergency scenario, the ordinary station attendant uniformly arranges the relevant work content of outsourced personnel and drivers, and reports the on-site information to the second processing unit in real time; the second processing unit provides decision support for the emergency scenario, such as arranging the relevant work content of regional station staff, and sharing emergency information with professional full-time rescue teams and external emergency rescue teams (fire teams, medical teams, public security teams).

[0101] In one embodiment of the present invention, taking a fire scene as an example, when an emergency occurs, the ISCS system receives an alarm signal and confirms the event scene. At this time, the third processing unit responds to the risk event and initiates emergency processing. The intelligent monitoring system automatically switches the screen to the camera closest to the disaster site to understand the specific situation on the scene in real time. According to different emergency scenarios, the third processing unit activates the emergency response related equipment in the disaster area. When a fire occurs, the high-pressure fine water mist fire extinguishing system quickly sprays fine water mist to the protected object or space to extinguish, suppress, control, control temperature and reduce dust. The gas automatic fire extinguishing system is mainly used in some equipment rooms. The auxiliary smoke exhaust system will exhaust the smoke in the escape route as soon as possible in the event of a fire. Fireproof roller shutters, smoke curtains and fire isolation can achieve fire prevention, smoke isolation, suppress the spread of fire, and protect personnel evacuation. The CNC automatic positioning fire extinguishing water cannon will automatically detect the fire detector and fire alarm. After an alarm is triggered and the fire point is spatially located, the system automatically controls a digitally controlled fire monitor to extinguish the fire at that location. The intelligent flood control damper system automatically and accurately opens the dampers when the water level exceeds a certain threshold, and retracts them after the emergency is over. The environmental and equipment monitoring system adjusts its operating mode based on different emergency scenarios, enabling operations such as increasing ventilation, activating submersible pumps, and closing water valves. In some emergency scenarios, the second processing unit loses real-time communication with the station and cannot remotely control the operation of relevant equipment, facilities, and personnel. Instead, the individual system uses a comprehensive on-site awareness system. The AFC system adjusts its operating mode to open side doors and gates to facilitate the rapid passage of passengers. The system broadcasts relevant information via the PA system to reassure passengers and guide them to evacuate. The PIS system displays relevant passenger flow guidance information to guide passengers to evacuate. The access control system opens or closes relevant doors based on different emergency scenarios, guiding passengers to evacuate and assist in rescue operations. The escalator system enables operations such as opening or closing elevators in specific areas and directions, or increasing capacity, based on different emergency scenarios. The lighting and guidance system provides directional signs to guide passengers to evacuate in emergency situations. Depending on the severity of the emergency, automatic or manual confirmation can be made to determine whether to power off station ticket machines, vending machines, ATMs, and shops. Once the emergency has been properly handled, as determined by the intelligent monitoring system and AI, normal operations will be restored, ending the abnormal scenario linkage. Furthermore, linkages between devices can be configured based on different scenarios.

[0102] In some embodiments of the present invention, the one-touch station switching service is implemented based on the autonomous transportation system, specifically including:

[0103] Please refer to Figure 2After the first processing unit issues an OCC instruction to the second processing unit, the second processing unit remotely controls the third processing unit installed in each ordinary station within the jurisdiction of the linkage area through the equipment intelligent linkage control system. After the information is transmitted to the station, the equipment in each station is linked with each other for automatic inspection to detect that the systems that need to be linked are online, and any abnormalities can be automatically reported. Each device is triggered according to a pre-established schedule, and the transition from manual on-site confirmation to intelligent remote self-detection is made. For example, by adding smart cameras and foreign object sensors, the switching conditions of equipment such as station rolling gates are determined. After the linkage is completed, the equipment at each station transmits the information back to the second processing unit. When all stations in the area have completed the opening, the regional center station will report the opening completion information to the first processing unit.

[0104] According to one embodiment of the present invention, the linkage process of the one-key station opening function in a single station includes:

[0105] The third processing unit initiates a self-check of relevant systems to verify that each system is online. If a device is offline, the system issues an audible and visual alarm, and the operator notifies on-site personnel. Each system is then awakened, with the intelligent monitoring system sending instructions to each system to wake up its equipment. These systems include the AFC, PIS, and escalators, and the wake-up system can be adjusted based on on-site needs. During the wake-up process, the PA and PIS systems play and display relevant information to alert station personnel. The environmental control system adjusts its operating mode from closed station mode to station environmental control mode and monitors its performance. The station lighting switches from scene-based energy-saving mode to normal lighting, and the system self-checks the status of the section lighting and section evacuation indicator lights. The escalator system automatically checks and determines through video surveillance (CCTV) or manually whether the conditions for opening are met, confirming that the escalator can be opened. The security roller shutters are automatically checked and determined through video surveillance (CCTV) or manually whether the conditions for opening are met, and then open after confirmation. Finally, the station opening announcement and PIS are closed, completing the one-click station opening.

[0106] According to one embodiment of the present invention, the linkage process of the one-key station closing function in a single station includes:

[0107] The third processing unit starts the self-test of related systems to detect whether each system is online. If a device is offline, the system will send out an audible and visual alarm, and the operator will notify the on-site personnel. Secondly, through CCTV station patrol, each area of ​​the station is automatically or manually judged to determine that there are no passengers in the station. At the same time, the PA and PIS systems play the station closure reminder and display the station closure reminder information. Thirdly, the environmental control system adjusts the operation mode and switches to the shutdown mode. The system automatically links the large system mode to switch to the shutdown mode and detects the mode execution status. The AFC system is dormant, and the AFC gate and ticket machine suspend service, and feedback is given on the execution results. The CCTV system automatically links to the CCTV images at the entrance and exit security roller shutters, and uses intelligent judgment or the on-duty personnel to determine through video images whether the conditions for closing the security roller shutters are met; after confirming that the security roller shutters can be closed, the closing button is pressed to close the security roller shutters; the system also links to the CCTV images at the entrance and exit escalators, and uses intelligent judgment or the on-duty personnel to determine through video images whether the conditions for closing the escalator are met; after confirming that the escalator can be closed, the button is pressed to close the escalator; the system automatically links to the public area lighting, switches to the outage mode, turns off the advertising light box lighting, and turns off the flying ceiling lights; finally, turns off the PA station closing reminder; turns off the PIS station closing reminder and goes into sleep mode.

[0108] It should be understood that opening or closing a station requires the addition of intelligent cameras and foreign object detection sensors, shifting from manual on-site verification to intelligent remote self-checking. In one embodiment of the present invention, once the second processing unit issues a station opening or closing command, the third processing unit uses the intrusion alarm camera and foreign object detection sensor to determine the rolling shutter door opening and closing conditions. If there are no abnormalities, the normal station will complete the rolling shutter door opening and closing process. If an abnormality occurs with the rolling shutter door, the system will automatically report it to the second processing unit for appropriate action.

[0109] According to one embodiment of the present invention, a method for autonomous transportation in a subway area is provided, comprising:

[0110] Determine the operational status of the road network based on the operational information of each road network area;

[0111] Determine the control method for each road network area based on the operational status of the road network;

[0112] Control the equipment in passenger stations in each road network area based on the control method of the road network area;

[0113] The road network area includes a central passenger station, the operation information of the road network area is aggregated and uploaded through the central passenger station, and the equipment in the road network area is controlled by the central passenger station;

[0114] The road network areas are divided based on passenger flow and passenger flow destinations.

[0115] The authority management rules of the third processing unit are that for the same business, the regional center station and the ordinary station have different operating authority over the equipment. When carrying out mobile monitoring business, the ordinary station needs to upload the station monitoring video to the regional center station. The regional center station has the authority to retrieve the monitoring video of the station and the ordinary station. The ordinary station only has the authority to retrieve the monitoring video of the station and cannot display and retrieve the monitoring video of the regional center station and other ordinary stations; when carrying out the one-key switch station business, the regional center station can control the gates, escalators, PA, PIS and other equipment of the station and the ordinary stations under its jurisdiction through the system. The ordinary station only has the authority to control the gates, escalators, PA, PIS and other equipment of the station and cannot control and display the related equipment of other ordinary stations across stations; when carrying out passenger flow organization business, each region The central station has the authority to view, store and publish passenger organization plans for stations in the region. Ordinary stations only receive passenger flow organization strategies. The intelligent video system of ordinary stations monitors the real-time passenger flow and distribution of the stations. The regional central station has the right to obtain passenger flow forecast data for the region. When the passenger flow reaches the corresponding plan startup conditions, the plan content will be automatically published to stations in the region. The passenger flow organization plan is output to the intelligent joint control system in the area where each ordinary station is located, directly controlling the intelligent joint control of equipment at stations in the area; when carrying out emergency response business, the duty officer of the central station has the authority to view the equipment monitoring system of the station where the incident occurred, and has the authority to search for the location information of outsourced personnel, and publish messages to dispatch corresponding staff to the scene for disposal. Ordinary stations do not have the authority to view emergency data of other stations, and do not have the authority to issue processing messages.

[0116] According to one embodiment of the present invention, an electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements an autonomous transportation method when executing the program.

[0117] According to one embodiment of the present invention, intelligent cameras are installed within the station, some of which boast a range of up to 200 meters, a target switching time of less than 1 second, and can simultaneously detect up to 60 targets. They also support ultra-low-light technology. Video surveillance technologies include 360-degree rotation, passenger flow recognition, behavior recognition, area intrusion alarms, boundary crossing alarms, video occlusion alarms, blacklight, and image recognition. A third processing unit performs intelligent analysis, including tripwire intrusion detection, area intrusion detection, height detection, standing detection, lingering detection, leaving-the-station detection, abnormal sound detection, fight detection, solitary person detection, crowd gathering detection, and clothing recognition. The third processing unit also supports the storage and query of alarm information, including monitoring point, time, detection channel, alarm event type, and alarm event screenshots.

[0118] According to some embodiments of the present invention, the autonomous transportation system is connected to the Internet of Things platform, and data within the area is collected through various monitoring systems. The regional control equipment in the regional center station can receive data transmission from the external display device and can issue commands to the external display device. The regional center station and the ordinary station control the equipment of the station and the ordinary station according to the authority granted by the Internet of Things platform, realize the linkage control between the various devices, and finally realize various services. The network configuration within the station adopts a 5G network to transmit data such as video surveillance data. The front-end equipment is connected to the access layer switch through various methods such as wired, wireless, 4G router, single-fiber ring network, etc. The access layer switch is connected to the aggregation switch through the optical transmission network. Storage devices or intelligent analysis devices are deployed at the aggregation layer, and the aggregation switch is connected to the core switch through the optical transmission network. For the same business, the regional center station and the ordinary station have different operating permissions for the equipment. When carrying out mobile monitoring business, the ordinary station needs to upload the station monitoring video to the regional center station. The regional center station has the authority to retrieve the monitoring video of the station and the ordinary station. The ordinary station only has the authority to retrieve the monitoring video of the station and cannot display and retrieve the monitoring video of the regional center station and other ordinary stations; when carrying out the one-button switching station business, the second processing unit can control the gates, escalators, PA, PIS and other equipment of the station and the ordinary stations under its jurisdiction through the system. The ordinary station only has the authority to control the gates, escalators, PA, PIS and other equipment of the station and cannot control and display the related equipment of other ordinary stations across stations.

[0119] Those skilled in the art will appreciate that the modules and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented using electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0120] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described devices and equipment can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0121] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the modules is merely a logical function division. In actual implementation, there may be other division methods, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0122] The modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules, that is, they may be located in one place or distributed across multiple network modules. Some or all of these modules may be selected according to actual needs to achieve the objectives of the embodiments of the present invention.

[0123] In addition, each functional module in the embodiment of the present invention may be integrated into one processing module, or each module may exist physically separately, or two or more modules may be integrated into one module.

[0124] If the functions are implemented as software modules and sold or used as standalone products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or the portion of the technical solution itself, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the energy-saving signal transmission / reception method according to various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a mobile hard drive, ROM, RAM, a magnetic disk, or an optical disk.

[0125] The above description is merely a preferred embodiment of the present application and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of the invention herein is not limited to the technical solutions formed by the specific combination of the above-mentioned technical features, but also encompasses other technical solutions formed by any combination of the above-mentioned technical features or their equivalents without departing from the inventive concept. For example, a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features having similar functions disclosed in this application.

[0126] It should be understood that the size of the serial numbers of the steps in the content of the invention and the embodiments of the present invention does not absolutely mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention. The foregoing description of the implementation of the present disclosure has been given for the purpose of example and description. The foregoing description is not exhaustive and is not intended to limit the present disclosure to the exact form disclosed. Various variations and modifications may exist based on the above teachings, or various variations and modifications may be obtained from the practice of the present disclosure. These embodiments are selected and described in order to illustrate the principles of the present disclosure and its practical application, so that those skilled in the art can utilize the present disclosure in various embodiments and various modifications suitable for the specific purpose conceived.

Claims

1. The autonomous transportation system in the metro area is characterized by: include: The first processing unit evaluates the road network operation status and / or issues operation decisions based on the road network operation data obtained by the second processing unit and specifies handover rules between the second processing units; The second processing unit obtains road network operation data based on the third processing unit and uploads it to the first processing unit. Based on the operation decision issued by the first processing unit, the second processing unit determines the configuration plan of the equipment in the road network area and formulates autonomous control rules for the equipment of the third processing unit according to various services. a third processing unit configured to collect information based on the devices within the station and control the devices within the station based on instructions issued by the second processing unit; The second processing unit is controlled by the first processing unit, and the third processing unit is controlled by the directly associated second processing unit; The road network area controlled by the second processing unit is divided based on passenger flow and passenger flow destination; The road network area controlled by the second processing unit includes a central passenger station and an ordinary passenger station, the second processing unit is set at the central passenger station, and the third processing unit is set at the ordinary passenger station; The method for dividing the road network area includes: Using commuter corridor information as prior knowledge, all stations in the subway system are classified according to their geographical location and work-residence attributes to obtain the first cluster division results corresponding to the stations; Based on the difference in passenger flow destination ratios between stations within a group and the group, the first group division result is reclassified to obtain the second group division result of the station; The cluster in the second cluster division result is the road network area controlled by the second processing unit, and the central passenger station of the second processing unit is the passenger station included in the cluster.

2. The autonomous transportation system for a subway area according to claim 1, characterized in that: The road network operation status evaluation based on the road network operation data obtained by the second processing unit includes: The transport demand of the main network is monitored based on the data uploaded by each second processing unit. The passenger flow of the line network area corresponding to each second processing unit is sorted according to the total passenger flow of the line network, the train punctuality and fulfillment rate, the train load rate and congestion, and the accident risk points, and the passenger flow demand forecast value for the next period is obtained; Obtain the operational status of the road network based on the adaptability of the network capacity and passenger demand forecast; Based on the operation status of the road network, an operation decision of the road network is obtained, and the operation decision includes a second processing unit involved and a corresponding control method.

3. The autonomous transportation system for a subway area according to claim 2, characterized in that: In response to the number of second processing units involved in the operational decision of the road network being no less than 2, the associated road network areas and the associated second processing units are obtained based on the second processing units involved, and the train operation restrictions and the handover rules between areas are determined based on the differences in the operating status and transportation capacity of the road network.

4. The autonomous transportation system for a subway area according to claim 1, wherein: The facilities within the central passenger station and ordinary passenger station are centrally controlled. Some control cabinets of the ordinary passenger station are integrated into the regional central station. The PSD control panel, AFC clearing, CCTV host, broadcast media station, individual communication, and gas fire extinguishing FAS host in the third processing unit are directly controlled by the second processing unit.

5. The autonomous transportation system for a subway area according to claim 1, wherein: The second processing unit includes a passenger flow monitoring and early warning system, which monitors regional passenger flow data in real time and predicts and displays passenger flow in the next period. After the monitored regional passenger flow data or the passenger flow in the next period exceeds the threshold, the system selects a passenger transport organization plan based on the predicted situation and matches the preset scenario and starts it independently; according to the plan, the equipment of the third processing unit starts automatic intelligent joint control, the PA plays safety prompts and related content, the PIS displays relevant information and guides passenger flow, the electronic display adjusts the guidance prompts, the escalator adjusts the running direction, starts flow limiting and temporarily skipping stations, and closes designated entrances and exits of the station.

6. The autonomous transportation system for a subway area according to claim 1, wherein: The third processing unit also responds to risk events by automatically switching the device screen to the camera closest to the emergency event, monitoring and identifying the scene to determine the type of disaster, and uploading risk event information to its associated second processing unit; when the monitoring system of the third processing unit determines that the emergency event is uncontrollable, it immediately controls the equipment in the station, and the PA and PIS systems play and display relevant information respectively. The gate adjusts the direction or closes the non-evacuation direction, shuts down the escalator in the non-evacuation direction, and automatically sets the access control authority to normally open, and organizes the evacuation of passengers in the station.

7. The autonomous transportation system for a subway area according to claim 1, wherein: For station inspection services, the second processing unit selects an inspection plan, and the third processing unit relies on the newly added smart cameras to automatically inspect the passenger station to obtain the inspection results. When the inspection results contain abnormalities, the abnormal information is uploaded to the second processing unit; the inspection information returned each time can be used together with the inspection evaluation results in the historical data for inspection data learning and training to modify and improve the inspection plan. The second processing unit uses machine learning and AI technology to automatically generate station inspection plans for different stations and different operating conditions.

8. A method for autonomous transportation in a subway area, characterized in that: include: Determine the operational status of the road network based on the operational information of each road network area; Determine the control method for each road network area based on the operational status of the road network; Control the equipment in passenger stations in each road network area based on the control method of road network area according to business classification; The road network area includes a central passenger station, the operation information of the road network area is aggregated and uploaded through the central passenger station, the equipment in the road network area is controlled by the central passenger station, and the second processing unit sets the equipment control authority of the third processing unit; The road network area is divided based on passenger volume and passenger flow direction; The method for dividing the road network area includes: Using commuter corridor information as prior knowledge, all stations in the subway system are classified according to their geographical location and work-residence attributes to obtain the first cluster division results corresponding to the stations; Based on the difference in passenger flow destination ratios between stations within a group and the group, the first group division result is reclassified to obtain the second group division result of the station; The cluster in the second cluster division result is the road network area controlled by the second processing unit, and the central passenger station of the second processing unit is the passenger station included in the cluster.

9. An electronic device, characterized in that: The method comprises a memory, a processor, and a computer program stored in the memory and operable on the processor, wherein the method according to claim 8 is implemented when the processor executes the computer program.

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