A rail train marshaling method, system, terminal, medium and program

Abstract

The present invention discloses a rail train marshaling method, system, terminal, medium and program. By acquiring information about passengers, platforms and trains of a rail transit system, the platform is divided into a low-peak platform, a flat-peak platform and a peak platform according to the acquired information about passengers, platforms and trains of the rail transit system. Afterwards, when the platform is switched from the flat-peak platform to the peak platform, the train is coupled and expanded in a first preset manner, and the platform is controlled to switch to the flat-peak platform. When the platform is switched from the flat-peak platform to the low-peak platform, the train is disassembled in a second preset manner. The present application can expand or disassemble the train group according to the actual operation situation of the rail transit system, thereby alleviating the pressure of passenger transportation, realizing closed-loop operation control and improving transportation efficiency.

Description

Technical Field

[0001] The present invention relates to the field of urban rail transit signal systems, and in particular to a rail train marshaling method, system, terminal, medium and program. Background Art

[0002] At present, the operation of urban rail transit presents a very obvious "tidal phenomenon", that is, the number of passengers during peak hours in the morning and evening is close to the overall capacity of the line, while during off-peak hours, the number of passengers is less than 1 / 5 of the line capacity. Therefore, the "flexible train formation" method of using large train formations to operate during peak hours and small train formations to operate during off-peak hours is adopted. However, due to the advance design and issuance mechanism of the line operation timetable, as well as the need for clear triggering time for the train to be "coupled" from a small train formation to a large train formation, or from a large train formation to a small train formation, the existing technology usually needs to be triggered at the beginning of the train formation. The timetable clearly specifies the train formation of each service, which facilitates the triggering of "coupling" or "decoupling" actions. The traditional CBTC signal system has neither the passenger status information of the train nor the platform passenger information. Therefore, the CBTC system cannot consider the formation and passenger carrying capacity of the operating trains from an overall perspective. This relatively fixed setting method cannot respond to changes in passenger flow at the station in a timely manner, which can easily result in a low passenger load factor during the transition from peak to off-peak periods, resulting in waste, or a smaller overall train formation during the transition from off-peak periods, resulting in a backlog of passengers on the platform. Summary of the invention

[0003] The present invention provides a rail train marshaling method, system, terminal, medium and program to solve the problems of low passenger load of trains during the transition from off-peak to low-peak periods, resulting in waste, and small overall train marshaling during the transition from off-peak periods, resulting in backlog of passengers on the platform.

[0004] In order to solve the above technical problems, the embodiments of the present invention provide a rail train marshaling method, system, terminal, medium and program, including:

[0005] Obtain information about passengers, platforms and trains in rail transit systems;

[0006] Based on the obtained information of passengers, platforms and trains in the rail transit system, the platforms are divided into low-peak platforms, average-peak platforms and peak-peak platforms;

[0007] When the platform is switched from the flat-peak platform to the peak platform, after the train is coupled and expanded in a first preset manner, the platform is controlled to switch to the flat-peak platform;

[0008] When the platform is switched from the flat-peak platform to the low-peak platform, the train is de-marshalled in a second preset manner.

[0009] By dividing the platform into off-peak platforms, peak platforms and flat-peak platforms, and monitoring the passenger flow of trains and platforms in real time, and based on the train marshaling technology, "peak shaving" and expanding the operating trains during periods of large platform passenger flow are carried out according to the platform passenger flow and train passenger capacity in different periods. This allows empty trains and passenger trains to be re-organized, and trains to be de-organized during periods of small passenger flow, thus achieving closed-loop operation control, greatly saving costs and improving train transportation efficiency.

[0010] As a preferred solution, the acquisition of rail transit system passenger, platform and train information is specifically as follows:

[0011] Obtain the real-time number of passengers on the train, the real-time number of passengers on the platform, the maximum number of passengers on the platform, the number of passengers boarding the train after entering the platform, the number of passengers getting off the train after entering the platform, the number of passengers when switching from a flat-peak platform to a peak platform, and the number of passengers when switching from a flat-peak platform to a low-peak platform, wherein the real-time number of passengers on the train is obtained through the train weighing system, and the real-time number of passengers on the platform is obtained through CCTV image information and laser radar scanning on the platform;

[0012] Obtain the train running schedule, train running time, train rated passenger capacity, number of passenger train formations, number and location of passenger trains, number and location of empty trains, and the distance between passenger trains and empty trains.

[0013] In this way, using the train weighing system to obtain the real-time number of passengers on the train can more accurately reflect the relationship between the number of passengers and the train's carrying capacity, enhance train transportation safety, and use CCTC images and lidar to scan platform passengers to provide accurate data support for coupling and uncoupling operations.

[0014] As a preferred solution, the platform is divided into low-peak platform, flat-peak platform and peak platform according to the acquired information of passengers, platforms and trains of the rail transit system, specifically:

[0015] When the number of passengers on the platform is greater than or equal to the number of passengers when the platform enters a peak period from a flat peak period, the platform is classified as the peak period platform;

[0016] When the number of passengers on the platform is less than or equal to the number of passengers when the platform enters a low-peak period from a flat peak period, the platform is classified as the low-peak platform;

[0017] When the number of passengers on the platform is less than the number of passengers when entering peak from flat peak and is greater than the number when entering low peak from flat peak, the platform is classified as the flat peak platform.

[0018] In this way, specific analysis can be made on the coupling or uncoupling of trains according to the specific conditions of the platform, thus saving costs and improving efficiency.

[0019] As a preferred solution, obtaining the real-time number of passengers on the platform includes:

[0020] The number of passengers on the platform when the previous train to be controlled leaves the peak platform is calculated based on the number of passengers on the platform when the previous train to be controlled leaves the peak platform, the rated passenger capacity of the train to be controlled and the interval time between the train to be controlled and the previous train to be controlled arriving at the peak platform.

[0021] Furthermore, the determination of the number of passengers on the platform when the train to be controlled leaves the peak platform is specifically as follows:

[0022] S′ i (j+1)=S i-1 (j+1)+α(j+1)*x i (j+1)

[0023]

[0024] Where S i (j+1) is the number of passengers on the platform when the train to be controlled leaves the peak platform, S i-1 (j+1) is the number of passengers on the platform when the previous train of the train to be controlled leaves the peak platform, α(j+1) is the growth rate of the number of passengers on the peak platform, S′ i (j+1) is the number of passengers on the platform at the peak when the train to be controlled enters the station, C i (j+1) is the rated passenger capacity of the train to be controlled, which is related to the actual train formation. i (j+1) is the interval time between the train to be controlled and the train before the train to be controlled arriving at the peak platform, P i (j+1) is the number of passengers boarding the train to be controlled when it arrives at the peak platform, T i (j) is the number of passengers on the train to be controlled when it leaves the platform before the peak platform, Q i (j+1) is the number of passengers who get off when the train to be controlled arrives at the peak platform.

[0025] In this way, the number of passengers on the platform can be obtained and the calculation accuracy can be improved.

[0026] As a preferred solution, when the platform is switched from the flat-peak platform to the peak platform, the train is coupled and expanded in a first preset manner, and then the platform is controlled to switch to the flat-peak platform, specifically:

[0027] When the platform is switched from the flat-peak platform to the peak platform, the optimal train to be controlled is selected by calculation according to the distance of the nearest empty train to the train to be controlled, the number of passengers of the train to be controlled leaving the peak platform, the stop time of the train to be controlled at the previous platform of the peak platform, and the time when the train to be controlled arrives at the peak platform from the previous platform of the peak platform;

[0028] The optimal train to be controlled that is selected by calculation is coupled with an empty train for expansion, and the platform is controlled to switch to the peak-free platform.

[0029] Furthermore, the calculation to select the optimal train to be controlled is specifically as follows:

[0030] ∫[T travel ,S i (j+1),D couple ]=T travel +S i (j+1)+D couple

[0031] Among them, D couple is the distance of the nearest empty train to the train to be controlled, S i (j+1) is the number of passengers on the platform when the train to be controlled leaves the peak platform, T travel is the time when the train to be controlled arrives at the peak platform;

[0032] When the train to be controlled satisfies the calculation ∫[T travel ,S i (j+1),D couple ] value is the smallest, the optimal train to be controlled is selected.

[0033] In this way, specific calculations of the platform conditions can be made to calculate the optimal train coupling method, which can greatly improve the utilization efficiency of trains. The coupled trains will be able to increase local capacity and eliminate passenger flow peaks on the platform.

[0034] As a preferred solution, when the platform is switched from the flat-peak platform to the low-peak platform, the train is de-marshalled in a second preset manner, specifically:

[0035] When it is monitored that the number of people on the platform is less than or equal to the number of passengers when the platform enters off-peak from flat peak, the train arriving at the off-peak platform will be turned back, and the trains will be disassembled on the turning line according to the number of passenger train formations, and several disassembled trains will be put back into operation on the line where the off-peak platform is located in the form of small formations, and several trains that have not been put back into operation will be transferred to the storage line to wait, or several trains that have not been put back into operation will be transferred to the train base via the entry and exit line.

[0036] In this way, trains can be disassembled and assembled in a timely manner according to the passenger flow on the platform, and the disassembled trains can be conveniently and promptly put into transportation, which can greatly reduce transportation costs.

[0037] The embodiment of the present invention also provides a rail train marshaling system, including: an acquisition module, a platform division module, an expansion module and a de-marshaling module;

[0038] Wherein, the acquisition module is used to obtain the information of passengers, platforms and trains in the rail transit system;

[0039] The platform division module is used to divide the platform into low-peak platforms, flat-peak platforms and peak platforms according to the acquired rail transit system passenger, platform and train information;

[0040] The expansion module is used for controlling the platform to switch to the flat-peak platform after coupling and expanding the train in a first preset manner when the platform is switched from the flat-peak platform to the peak platform;

[0041] The de-marshalling module is used to de-marshal the train in a second preset manner when the platform is switched from the flat-peak platform to the low-peak platform.

[0042] As a preferred solution, the acquisition module includes: a first acquisition unit and a second acquisition unit;

[0043] The first acquisition unit is used to acquire the real-time number of passengers on the train, the real-time number of passengers on the platform, the maximum number of passengers on the platform, the number of passengers boarding the train after entering the platform, the number of passengers getting off the train after entering the platform, the number of passengers when switching from a flat-peak platform to a peak platform, and the number of passengers when switching from a flat-peak platform to a low-peak platform, wherein the real-time number of passengers on the train is acquired through the train weighing system, and the real-time number of passengers on the platform is acquired through CCTV image information and laser radar scanning on the platform;

[0044] The second acquisition unit is used to obtain the train running schedule, train running time, train rated passenger capacity, number of passenger train formations, number and position of passenger trains, number and position of empty trains and the distance between passenger trains and empty trains.

[0045] As a preferred solution, the first acquisition unit includes a first calculation subunit;

[0046] The first calculation subunit is used to calculate and determine the number of passengers on the platform when the train to be controlled leaves the peak platform based on the number of passengers on the platform when the previous train to be controlled leaves the peak platform, the rated passenger capacity of the train to be controlled, and the interval time between the train to be controlled and the previous train to be controlled arriving at the peak platform.

[0047] As a preferred solution, the formula for calculating and determining the number of passengers on the platform leaving the peak station of the train to be controlled is:

[0048] S′ i (j+1)=S i-1 (j+1)+α(j+1)*x i (j+1)

[0049]

[0050]

[0051] Where S i (j+1) is the number of passengers on the platform when the train to be controlled leaves the peak platform, S i-1 (j+1) is the number of passengers on the platform when the previous train of the train to be controlled leaves the peak platform, α(j+1) is the growth rate of the number of passengers on the peak platform, S′ i (j+1) is the number of passengers on the platform at the peak when the train to be controlled enters the station, C i (j+1) is the rated passenger capacity of the train to be controlled, which is related to the actual train formation. i (j+1) is the interval time between the train to be controlled and the train before the train to be controlled arriving at the peak platform, P i (j+1) is the number of passengers boarding the train to be controlled when it arrives at the peak platform, T i (j) is the number of passengers on the train to be controlled when it leaves the platform before the peak platform, Q i (j+1) is the number of passengers who get off when the train to be controlled arrives at the peak platform.

[0052] As a preferred solution, the platform division module includes a first platform division unit, a second platform division unit and a third platform division unit;

[0053] The first platform division unit is used for dividing the platform into the peak platform when the number of passengers on the platform is greater than or equal to the number of passengers when the platform enters the peak from the flat peak;

[0054] The second platform division unit is used for dividing the platform into the low-peak platform when the number of passengers on the platform is less than or equal to the number of passengers when the platform enters the low-peak period from the flat peak period;

[0055] The third platform division unit is used to divide the platform into the flat-peak platform when the number of passengers on the platform is less than the number of passengers when entering the peak from the flat peak and is greater than the number of passengers when entering the low peak from the flat peak.

[0056] As a preferred solution, the expansion module includes: a second calculation unit and an expansion unit;

[0057] The second calculation unit is used for: when the platform is switched from the flat-peak platform to the peak-peak platform, calculating and selecting the optimal train to be controlled according to the distance of the nearest empty train to the train to be controlled, the number of passengers of the train to be controlled leaving the peak-peak platform, the stop time of the train to be controlled at the previous platform of the peak-peak platform, and the time for the train to be controlled to arrive at the peak-peak platform from the previous platform of the peak-peak platform;

[0058] The expansion unit is used to: connect and expand the optimal train to be controlled that is selected by calculation with an empty train, and control the platform to switch to the flat-peak platform.

[0059] As a preferred solution, the calculation to select the optimal train to be controlled is specifically as follows:

[0060] ∫[T travel ,S i (j+1),D couple ]=T travel +S i (j+1)+D couple

[0061] Among them, D couple is the distance of the nearest empty train to the train to be controlled, S i (j+1) is the number of passengers on the platform when the train to be controlled leaves the peak platform, T travel is the time when the train to be controlled arrives at the peak platform;

[0062] When the train to be controlled satisfies the calculation ∫[T travel ,S i (j+1),D couple ] value is the smallest, the optimal train to be controlled is selected.

[0063] As a preferred solution, the decompilation module includes: a decompilation unit;

[0064] The de-marshalling unit is used to turn back the train arriving at the low-peak platform when it monitors that the number of passengers on the platform is less than or equal to the number of passengers when the platform enters the low-peak period from the flat peak period, de-marshal the trains according to the number of passenger train formations on the reversing line, and re-put several de-marshalled trains into operation on the line where the low-peak platform is located in the form of small formations, transfer several trains that have not been re-put into operation to the storage line to wait, or transfer several trains that have not been re-put into operation to the train base via the entry and exit line.

[0065] An embodiment of the present invention further provides a terminal device, characterized in that it comprises a processor, a memory, and a computer program stored and running on the memory, and when the processor executes the computer program, it implements any step of the rail train formation method described in the present invention.

[0066] An embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by the processor, implements any step of the rail train formation method as described in the present invention.

[0067] An embodiment of the present invention further provides a computer program product, including a computer program, characterized in that when the computer program is executed by a processor, any step of the rail train formation method as described in the present invention is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Figure 1 : A schematic flow chart of an embodiment of a rail train marshaling method provided by the present invention;

[0069] Figure 2 : A schematic structural diagram of an embodiment of a rail train marshaling system provided by the present invention;

[0070] Figure 3 : A schematic diagram of a module structure is obtained for an embodiment of a rail train marshaling system provided by the present invention;

[0071] Figure 4 : A schematic diagram of the platform division module structure of an embodiment of a rail train marshaling system provided by the present invention;

[0072] Figure 5 : A schematic diagram of the expansion module structure of an embodiment of a rail train marshaling system provided by the present invention.

[0073] Figure 6 : is a schematic diagram of a scenario of a train expansion method for transitioning from off-peak to peak traffic according to an embodiment of the present invention;

[0074] Figure 7 : It is a schematic diagram of the scenario of the train disassembly method for converting off-peak traffic to off-peak traffic in an embodiment of the present invention.

[0075] Among them, the figure numbers of the drawings in the specification are as follows: 100, acquisition module, 200, platform division module, 300, expansion module, 400, decompilation module, 110, first acquisition unit, 120, second acquisition unit, 210, first platform division unit, 220, second platform division unit, 230, third platform division unit, 310, second calculation unit, 320, expansion unit. DETAILED DESCRIPTION

[0076] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention.

[0077] Embodiment 1

[0078] Please refer to Figure 1 , which is provided by an embodiment of the present invention, includes steps S1 to S5, and each specific step is as follows:

[0079] Step S1: Obtaining passenger, platform and train information of the rail transit system;

[0080] In this embodiment, the acquisition of rail transit system passenger, platform and train information is specifically as follows:

[0081] Obtain the real-time number of passengers on the train, the real-time number of passengers on the platform, the maximum number of passengers on the platform, the number of passengers boarding the train after entering the platform, the number of passengers getting off the train after entering the platform, the number of passengers when switching from a flat-peak platform to a peak platform, and the number of passengers when switching from a flat-peak platform to a low-peak platform, wherein the real-time number of passengers on the train is obtained through the train weighing system, and the real-time number of passengers on the platform is obtained through CCTV image information and laser radar scanning on the platform;

[0082] Obtain the train running schedule, train running time, train rated passenger capacity, number of passenger train formations, number and location of passenger trains, number and location of empty trains, and the distance between passenger trains and empty trains.

[0083] In this way, using the train weighing system to obtain the real-time number of passengers on the train can more accurately reflect the relationship between the number of passengers and the train's carrying capacity, enhance train transportation safety, and use CCTC images and lidar to scan platform passengers to provide accurate data support for coupling and uncoupling operations.

[0084] In a specific embodiment, the planning and dispatching subsystem is connected to the central ATS and passenger sniffing system of the signal system to obtain the actual train operation status of the line, as well as the number of passengers on the train and on the platform. The number of passengers on the train can be obtained by the vehicle weighing system. Specifically, the on-board passenger information calculation system collects the passenger load of the train in real time, and calculates the number of passengers on the train once after the train closes its doors and leaves the station. The load data is used to obtain the passenger capacity information of the current train according to the standard passenger weight value, and the on-board signal system converts it into the number of passengers by calculating the standard passenger weight and sends it to the central ATS. The passenger sniffing system at the platform can be based on the CCTV on the platform. The platform passenger information calculation system should be able to collect CCTV image information of passengers in the platform area, stitch the images of the entire platform area to ensure that all possible positions of waiting passengers on the platform are included, use image recognition algorithm to compare with the image when there are no passengers on the platform, use standard passenger body information to estimate the real-time number of platform passengers, mainly calculate the number of passengers in the platform area after the train stops at the station, and the number of passengers in the platform area before the train enters the station. The comparison between the real-time passenger monitoring image and the non-passenger state image can roughly obtain the estimated number of passengers on the platform and report it to the planning and scheduling subsystem.

[0085] Furthermore, obtaining the real-time number of passengers on the platform includes:

[0086] The number of passengers on the platform when the previous train to be controlled leaves the peak platform is calculated based on the number of passengers on the platform when the previous train to be controlled leaves the peak platform, the rated passenger capacity of the train to be controlled and the interval time between the train to be controlled and the previous train to be controlled arriving at the peak platform.

[0087] Specifically, the determination of the number of passengers on the platform when the train to be controlled leaves the peak platform is as follows:

[0088] S′ i (j+1)=S i-1 (j+1)+α(j+1)*x i (j+1)

[0089]

[0090] Where S i (j+1) is the number of passengers on the platform when the train to be controlled leaves the peak platform, S i-1 (j+1) is the number of passengers on the platform when the previous train of the train to be controlled leaves the peak platform, a(j+1) is the growth rate of the number of passengers on the peak platform, S′ i (j+1) is the number of passengers on the platform at the peak when the train to be controlled enters the station, Ci (j+1) is the rated passenger capacity of the train to be controlled, which is related to the actual train formation. i (j+1) is the interval time between the train to be controlled and the train before the train to be controlled arriving at the peak platform, P i (j+1) is the number of passengers boarding the train to be controlled when it arrives at the peak platform, T i (j) is the number of passengers on the train to be controlled when it leaves the platform before the peak platform, Q i (j+1) is the number of passengers who get off when the train to be controlled arrives at the peak platform.

[0091] In this way, the number of passengers on the platform can be obtained and the calculation accuracy can be improved.

[0092] Step S2: according to the acquired information of passengers, platforms and trains of the rail transit system, the platforms are divided into low-peak platforms, average-peak platforms and peak-peak platforms;

[0093] In this embodiment, the platform is divided into low-peak platform, flat-peak platform and peak platform according to the acquired information of passengers, platforms and trains of the rail transit system, specifically:

[0094] When the number of passengers on the platform is greater than or equal to the number of passengers when the platform enters a peak period from a flat peak period, the platform is classified as the peak period platform;

[0095] When the number of passengers on the platform is less than or equal to the number of passengers when the platform enters a low-peak period from a flat peak period, the platform is classified as the low-peak platform;

[0096] When the number of passengers on the platform is less than the number of passengers when entering peak from flat peak and is greater than the number when entering low peak from flat peak, the platform is classified as the flat peak platform.

[0097] In this way, specific analysis can be made on the coupling or uncoupling of trains according to the specific conditions of the platform, thus saving costs and improving efficiency.

[0098] In a specific embodiment, when the number of passengers on the platform is greater than or equal to eighty percent of the platform's maximum passenger capacity, the platform is classified as a peak platform; when the number of passengers on the platform is less than or equal to twenty percent of the platform's maximum passenger capacity, the platform is classified as a low-peak platform; when the number of passengers on the platform is less than eighty percent of the platform's maximum passenger capacity and greater than twenty percent of the platform's maximum passenger capacity, the platform is classified as an off-peak platform.

[0099] Step S3: when the platform is switched from the flat-peak platform to the peak platform, after the train is coupled and expanded in a first preset manner, the platform is controlled to switch to the flat-peak platform;

[0100] In this embodiment, when the platform is switched from the flat-peak platform to the peak platform, after the train is coupled and expanded in a first preset manner, the platform is controlled to switch to the flat-peak platform, specifically:

[0101] When the platform is switched from the flat-peak platform to the peak platform, the optimal train to be controlled is selected by calculation according to the distance of the nearest empty train to the train to be controlled, the number of passengers of the train to be controlled leaving the peak platform, the stop time of the train to be controlled at the previous platform of the peak platform, and the time when the train to be controlled arrives at the peak platform from the previous platform of the peak platform;

[0102] The optimal train to be controlled that is selected by calculation is coupled with an empty train for expansion, and the platform is controlled to switch to the peak-free platform.

[0103] Furthermore, the calculation to select the optimal train to be controlled is specifically as follows:

[0104] ∫[T travel ,S i (j+1),D couple ]=T travel +S i (j+1)+D couple

[0105] Among them, D couple is the distance of the nearest empty train to the train to be controlled, S i (j+1) is the number of passengers on the platform when the train to be controlled leaves the peak platform, T travel is the time when the train to be controlled arrives at the peak platform;

[0106] When the train to be controlled satisfies the calculation ∫[T travel ,S i (j+1),D couple ] value is the smallest, the optimal train to be controlled is selected.

[0107] In this way, specific calculations of the platform conditions can be made to calculate the optimal train coupling method, which can greatly improve the utilization efficiency of trains. The coupled trains will be able to increase local capacity and eliminate passenger flow peaks on the platform.

[0108] In a specific embodiment, the system operation state is modeled, and the operation state of the train is:

[0109] t i (j+1)=t i (j)+d i (j)+r i (j)

[0110] Among them, t i(j) is the time when the train arrives at the platform, d i (j) is the train’s stop time at the platform, r i (j) is the travel time of the train from the platform to the next platform, t i (j+1) is the time when the train arrives at the next platform;

[0111] Train interval status:

[0112] x i (j) = t i (j)-t i-1 (j)

[0113] Train passenger status:

[0114] T i (j+1)=T i (j)+P i (j)-Q i (j)

[0115] T i (1)=0,T i (N+1)=0

[0116] Q i (1) = 0

[0117] P i (N)=0

[0118] Q i (N) = T i (N)

[0119] T i (j) is the number of passengers on the train when it arrives at the platform, P i (j) is the number of passengers on the train when it arrives at the platform, Q i (j) is the number of passengers getting off the train when it arrives at the platform, T i (j+1) is the number of passengers on the train when it leaves the platform, x i (j) is the interval between trains arriving at the same platform;

[0120] Platform passenger status:

[0121] S i ′(j)=S i-1 (j)+a(j)*x i (j)

[0122]

[0123] Among them, S i-1(k) is the number of passengers on the platform when the train leaves the station, α(k) is the number of passengers entering the platform, measured at a uniform speed, in units of person / hour, S i ′(k) is the number of passengers on the platform when the train enters the station, C i (k) is the passenger capacity of the train arriving at the platform, which is related to the actual train composition.

[0124] Furthermore, in a specific scenario, after the train has finished getting off passengers, if there is space to accommodate all passengers on the platform, then all passengers on the platform should board the train. For example, if the train has a passenger capacity of 1,000 people, and actually carries 900 passengers before arriving at the platform, and 50 passengers get off at the platform, then the number of people who can board the platform is 150. If the number of people waiting for the train on the platform is less than 150, all of them will board the train. If the number of people is greater than 150, only 150 people can board, and the remaining passengers need to wait on the platform for the next train to arrive. In addition, the number of people getting off can be considered as a function of the number of people getting on the previous platform of the train. Since there is no accurate passenger OD distribution map and portrait when entering the station, it is assumed that the number of people getting on at each station gets off at the subsequent stations according to the average number. For example, the number of people getting off at the fifth platform of the train:

[0125]

[0126] Q i (5) is the number of people getting off at the fifth platform, The number of people who board the first platform is 1 / N-1, and the number of people who board the second platform is 1 / N-2. The number of people boarding the third platform is 1 / N-3, 1 / N-3 of the number of people boarding at the four platforms;

[0127] List the corresponding matrix:

[0128]

[0129] It can be seen from the above formula that the current number of passengers on the platform depends on the number of passengers who have not boarded the previous train related to this station, the speed of passengers entering the station, the running interval of the train, and the passenger capacity of the arriving train, including the number of passengers boarding the current arriving train at the previous platform. In order to reduce the number of waiting passengers at the station in advance, in addition to real-time monitoring of the number of waiting passengers on the current platform and the number of passengers entering the station, it is also necessary to be able to know in advance the passenger capacity of subsequent arriving trains. When the number of passengers on the platform reaches the first limit value, it is necessary to send passenger flow warning information to the train group on the line based on the future passenger flow forecast and the passenger capacity of all subsequent trains arriving at this station.

[0130] In a specific embodiment, please refer to Figure 6For the train expansion method from off-peak to peak hours, the system will select the best train based on the actual operating train conditions of the line in this direction, and reconnect it with the temporary passenger car to increase the transport capacity to form a large-scale train. The train will be put into operation before entering the station with large passenger flow. The other trains on the line remain unchanged. The system will re-determine the trains that need to be reconnected and the platforms where they are put into operation to alleviate the large passenger flow in the next evaluation cycle.

[0131] Step S4: when the platform is switched from the flat-peak platform to the low-peak platform, the train is de-marshalled in a second preset manner.

[0132] In this embodiment, when the platform is switched from the flat-peak platform to the low-peak platform, the train is de-marshalled in a second preset manner, specifically:

[0133] When it is monitored that the number of people on the platform is less than or equal to the number of passengers when the platform enters off-peak from flat peak, the train arriving at the off-peak platform will be turned back, and the trains will be disassembled on the turning line according to the number of passenger train formations, and several disassembled trains will be put back into operation on the line where the off-peak platform is located in the form of small formations, and several trains that have not been put back into operation will be transferred to the storage line to wait, or several trains that have not been put back into operation will be transferred to the train base via the entry and exit line.

[0134] In a specific embodiment, please refer to Figure 7 For the disbanding method of off-peak to off-peak trains, the system will select the optimal train based on the actual situation of the operating trains in this direction, and control it to complete the disbanding at the return line or storage line, and then put it into service at the low passenger flow platform in the form of a small formation.

[0135] In this way, trains can be disassembled and assembled in a timely manner according to the passenger flow on the platform, and the disassembled trains can be conveniently and promptly put into transportation, which can greatly reduce transportation costs.

[0136] It can be seen that the embodiment of the present invention divides the platform into low-peak platforms, peak platforms and flat-peak platforms, and monitors the passenger flow of trains and platforms in real time. Based on the train marshaling technology, it performs "peak shaving" during periods of large platform passenger flow and expands the operating trains according to the platform passenger flow and train passenger carrying conditions in different periods. This allows empty trains and passenger trains to be reorganized, and trains to be deorganized during periods of small passenger flow, thereby realizing closed-loop operation control, greatly saving costs and improving train transportation efficiency.

[0137] Embodiment 2

[0138] Please refer to Figure 2 , a rail train flexible marshaling system provided by the present invention, comprising: an acquisition module 100, a platform division module 200, an expansion module 300 and a de-marshaling module 400;

[0139] The acquisition module 100 is used to acquire the information of passengers, platforms and trains in the rail transit system;

[0140] The platform division module 200 is used to divide the platform into low-peak platforms, flat-peak platforms and peak platforms according to the acquired information of passengers, platforms and trains of the rail transit system;

[0141] The expansion module 300 is used to control the platform to switch to the flat-peak platform after coupling and expanding the train in a first preset manner when the platform is switched from the flat-peak platform to the peak platform;

[0142] The de-marshalling module 400 is used to de-marshal the train in a second preset manner when the platform is switched from the flat-peak platform to the low-peak platform.

[0143] For further information, please refer to Figure 3 , the acquisition module 100 includes: a first acquisition unit 110 and a second acquisition unit 120;

[0144] The first acquisition unit 110 is used to acquire the real-time number of passengers on the train, the real-time number of passengers on the platform, the maximum number of passengers on the platform, the number of passengers boarding the train after entering the platform, the number of passengers getting off the train after entering the platform, the number of passengers when switching from a flat-peak platform to a peak platform, and the number of passengers when switching from a flat-peak platform to a low-peak platform, wherein the real-time number of passengers on the train is acquired through a train weighing system, and the real-time number of passengers on the platform is acquired through CCTV image information and laser radar scanning on the platform;

[0145] The second acquisition unit 120 is used to obtain the train running schedule, train running time, train rated passenger capacity, number of passenger train formations, number and position of passenger trains, number and position of empty trains and the distance between passenger trains and empty trains.

[0146] Further, the first acquisition unit 110 includes a first calculation subunit;

[0147] The first calculation subunit is used to calculate and determine the number of passengers on the platform when the train to be controlled leaves the peak platform based on the number of passengers on the platform when the previous train to be controlled leaves the peak platform, the rated passenger capacity of the train to be controlled, and the interval time between the train to be controlled and the previous train to be controlled arriving at the peak platform.

[0148] Furthermore, the formula for calculating and determining the number of passengers on the platform when the train to be controlled leaves the peak station is:

[0149] S′ i (j+1)=S i-1 (j+1)+α(j+1)*xi (j+1)

[0150]

[0151] Where S i (j+1) is the number of passengers on the platform when the train to be controlled leaves the peak platform, S i-1 (j+1) is the number of passengers on the platform when the previous train of the train to be controlled leaves the peak platform, a(j+1) is the growth rate of the number of passengers on the peak platform, S′ i (j+1) is the number of passengers on the platform at the peak when the train to be controlled enters the station, C i (j+1) is the rated passenger capacity of the train to be controlled, which is related to the actual train formation. i (j+1) is the interval time between the train to be controlled and the train before the train to be controlled arriving at the peak platform, P i (j+1) is the number of passengers boarding the train to be controlled when it arrives at the peak platform, T i (j) is the number of passengers on the train to be controlled when it leaves the platform before the peak platform, Q i (j+1) is the number of passengers who get off when the train to be controlled arrives at the peak platform.

[0152] For further information, please refer to Figure 4 , the platform division module 200 includes a first platform division unit 210, a second platform division unit 220 and a third platform division unit 230;

[0153] The first platform division unit 210 is used to divide the platform into the peak platform when the number of passengers on the platform is greater than or equal to the number of passengers when the platform enters the peak from the flat peak;

[0154] The second platform division unit 220 is used to divide the platform into the low-peak platform when the number of passengers on the platform is less than or equal to the number of passengers when the platform enters the low-peak period from the flat peak period;

[0155] The third platform division unit 230 is used to classify the platform as the flat-peak platform when the number of passengers on the platform is less than the number of passengers when the platform enters a peak period from a flat peak and is greater than the number of passengers when the platform enters a low peak from a flat peak.

[0156] For further information, please refer to Figure 5 , the expansion module 300 includes: a second calculation unit 310 and an expansion unit 320;

[0157] The second calculation unit 310 is used to: when the platform is switched from the flat-peak platform to the peak platform, calculate and select the optimal train to be controlled according to the distance of the nearest empty train to the train to be controlled, the number of passengers of the train to be controlled leaving the peak platform, the stop time of the train to be controlled at the previous platform of the peak platform, and the time for the train to be controlled to arrive at the peak platform from the previous platform of the peak platform;

[0158] The expansion unit 320 is used to: connect and expand the optimal train to be controlled that is selected by calculation with an empty train, and control the platform to switch to the flat-peak platform.

[0159] Furthermore, the calculation to select the optimal train to be controlled is specifically:

[0160] ∫[T travel ,S i (j+1),D couple ]=T travel +S i (j+1)+D couple

[0161] Among them, D couple is the distance of the nearest empty train to the train to be controlled, S i (j+1) is the number of passengers on the platform when the train to be controlled leaves the peak platform, T travel is the time when the train to be controlled arrives at the peak platform;

[0162] When the train to be controlled satisfies the calculation ∫[T travel ,S i (j+1),D couple ] value is the smallest, the optimal train to be controlled is selected.

[0163] Further, the decompilation module 400 includes: a decompilation unit;

[0164] The de-marshalling unit is used to turn back the train arriving at the low-peak platform when it monitors that the number of passengers on the platform is less than or equal to the number of passengers when the platform enters the low-peak period from the flat peak period, de-marshal the trains according to the number of passenger train formations on the reversing line, and re-put several de-marshalled trains into operation on the line where the low-peak platform is located in the form of small formations, transfer several trains that have not been re-put into operation to the storage line to wait, or transfer several trains that have not been re-put into operation to the train base via the entry and exit line.

[0165] It can be seen that the embodiment of the present invention divides the system into an acquisition module 100, a platform division module 200, an expansion module 300 and a de-organization module 400, and different units perform different operations for different modules, thereby ensuring the integrity and feasibility of the system. Through the operation of the system, the platform is divided into low-peak platforms, peak platforms and flat-peak platforms, and the passenger flow of trains and platforms is monitored in real time. For the platform passenger flow and train passenger carrying conditions in different periods, based on the train marshaling technology, "peak shaving" and expansion of operating trains are carried out during periods of large platform passenger flow, so that empty trains and passenger trains are re-organized, and trains are de-organized during periods of small passenger flow, thereby realizing closed-loop operation control, greatly saving costs and improving train transportation efficiency.

[0166] Embodiment 3

[0167] An embodiment of the present invention further provides a terminal device, comprising a processor, a memory, and a computer program stored and running on the memory, wherein when the processor executes the computer program, any step of the rail train formation method as described in the present invention is implemented.

[0168] Embodiment 4

[0169] An embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by the processor, implements any step of the rail train formation method as described in the present invention.

[0170] Embodiment 5

[0171] An embodiment of the present invention further provides a computer program product, including a computer program, characterized in that when the computer program is executed by a processor, any step of the rail train formation method as described in the present invention is implemented.

[0172] The system embodiment described above is merely illustrative, wherein the units described as separate components may or may not be physically separated, that is, they may be located in one place, or may be distributed on multiple network units, and some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment.

[0173] It can be understood by those skilled in the art that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and appropriate combinations thereof, and some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, and the computer-readable medium can include a computer storage medium (or a non-transitory medium) and a communication medium (or a transient medium). As is well known to those skilled in the art, the term computer storage medium includes a medium for storing information (such as computer-readable instructions, data structures, programs, etc.). The computer storage medium includes but is not limited to RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disk (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by the computer. In addition, it is well known to those skilled in the art that communication media generally contain computer-readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transmission mechanism, and may include any information delivery media.

[0174] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0175] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0176] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0177] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in conjunction with such instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in conjunction with such instruction execution systems, devices or apparatuses.

[0178] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the scope of protection of the present invention.

Claims

1. A rail train marshaling method, characterized in that: include: Obtain information about passengers, platforms and trains in rail transit systems; Based on the obtained information of passengers, platforms and trains in the rail transit system, the platforms are divided into low-peak platforms, average-peak platforms and peak-peak platforms; When the platform is switched from the flat-peak platform to the peak platform, after the train is coupled and expanded in a first preset manner, the platform is controlled to switch to the flat-peak platform; When the platform is switched from the flat-peak platform to the low-peak platform, the train is de-marshalled in a second preset manner; The obtaining of the rail transit system passenger, platform and train information includes obtaining the real-time number of passengers on the platform, obtaining the train running schedule, train running time and train rated passenger capacity; Acquiring the real-time number of passengers on the platform includes calculating and determining the number of passengers on the platform when the train to be controlled leaves the peak platform based on the number of passengers on the platform when the previous train to be controlled leaves the peak platform, the rated passenger capacity of the train to be controlled, and the interval time between the train to be controlled and the previous train to be controlled arriving at the peak platform; The number of passengers on the platform when the train to be controlled leaves the peak platform is determined as follows: in, To control the number of passengers on the platform when the train leaves the peak platform, is the number of passengers on the platform when the previous train of the train to be controlled leaves the peak platform, is the growth rate of the number of passengers on the peak platform, is the number of passengers on the platform during peak hours when the train is entering the station. is the rated passenger capacity of the train to be controlled. This value is related to the actual train formation. It is the interval time between the train to be controlled and the train before it arriving at the peak platform. The number of passengers boarding the train when it reaches the peak platform is is the number of passengers on the train to be controlled when it leaves the platform before the peak platform, The number of passengers who get off the train when it reaches the peak platform.

2. A rail train marshaling method as claimed in claim 1, characterized in that: The acquisition of rail transit system passenger, platform and train information is specifically as follows: Obtain the real-time number of passengers on the train, the maximum number of passengers on the platform, the number of passengers boarding the train after entering the platform, the number of passengers getting off the train after entering the platform, the number of passengers when switching from a flat-peak platform to a peak platform, and the number of passengers when switching from a flat-peak platform to a low-peak platform, wherein the real-time number of passengers on the train is obtained through the train weighing system, and the real-time number of passengers on the platform is obtained through CCTV image information and laser radar scanning on the platform; The number of passenger train formations, the number and positions of passenger trains, the number and positions of empty trains, and the distance between passenger trains and empty trains.

3. A rail train marshaling method as claimed in claim 1, characterized in that: According to the obtained information of passengers, platforms and trains in the rail transit system, the platforms are divided into low-peak platforms, flat-peak platforms and peak platforms, specifically: When the number of passengers on the platform is greater than or equal to the number of passengers when the platform enters a peak period from a flat peak period, the platform is classified as the peak period platform; When the number of passengers on the platform is less than or equal to the number of passengers when the platform enters a low-peak period from a flat peak period, the platform is classified as the low-peak platform; When the number of passengers on the platform is less than the number of passengers when entering peak from flat peak and is greater than the number when entering low peak from flat peak, the platform is classified as the flat peak platform.

4. A rail train marshaling method as claimed in claim 1, characterized in that: When the platform is switched from the flat-peak platform to the peak platform, after the train is coupled and expanded in a first preset manner, the platform is controlled to switch to the flat-peak platform, specifically: When the platform is switched from the flat-peak platform to the peak platform, the optimal train to be controlled is selected by calculation according to the distance of the nearest empty train to the train to be controlled, the number of passengers of the train to be controlled leaving the peak platform, the stop time of the train to be controlled at the previous platform of the peak platform, and the time when the train to be controlled arrives at the peak platform from the previous platform of the peak platform; The optimal train to be controlled that is selected by calculation is coupled with an empty train for expansion, and the platform is controlled to switch to the peak-free platform.

5. A rail train marshaling method as claimed in claim 4, characterized in that: The calculation to select the optimal train to be controlled is specifically as follows: = + in, is the distance of the nearest empty train to the train to be controlled, To control the number of passengers on the platform when the train leaves the peak platform, is the time when the train to be controlled arrives at the peak platform; When the train to be controlled meets the calculation When the value is the smallest, the optimal train to be controlled is selected.

6. A rail train marshaling method according to claim 1, characterized in that: When the platform is switched from the flat-peak platform to the low-peak platform, the train is de-marshalled in a second preset manner, specifically: When it is monitored that the number of people on the platform is less than or equal to the number of passengers when the platform enters off-peak from flat peak, the train arriving at the off-peak platform will be turned back, and the trains will be disassembled on the turning line according to the number of passenger train formations, and several disassembled trains will be put back into operation on the line where the off-peak platform is located in the form of small formations, and several trains that have not been put back into operation will be transferred to the storage line to wait, or several trains that have not been put back into operation will be transferred to the train base via the entry and exit line.

7. A rail train marshaling system, characterized in that: include: Acquisition module, station division module, expansion module and de-encoding module; Wherein, the acquisition module is used to obtain the information of passengers, platforms and trains in the rail transit system; The platform division module is used to divide the platform into low-peak platforms, flat-peak platforms and peak platforms according to the acquired rail transit system passenger, platform and train information; The expansion module is used for controlling the platform to switch to the flat-peak platform after coupling and expanding the train in a first preset manner when the platform is switched from the flat-peak platform to the peak platform; The de-training module is used to de-train the train in a second preset manner when the platform is switched from the flat-peak platform to the low-peak platform; The acquisition module includes a first acquisition unit, which is used to acquire the real-time number of passengers on the platform, the train running schedule, the train running time and the train rated passenger capacity; The first acquisition unit includes a first calculation subunit, which is used to calculate and determine the number of passengers on the platform when the previous train of the train to be controlled leaves the peak platform according to the number of passengers on the platform when the previous train of the train to be controlled leaves the peak platform, the rated passenger capacity of the train to be controlled, and the interval time between the train to be controlled and the previous train of the train to be controlled arriving at the peak platform; The formula for calculating and determining the number of passengers on the platform leaving the peak period of the train to be controlled is: in, To control the number of passengers on the platform when the train leaves the peak platform, is the number of passengers on the platform when the previous train of the train to be controlled leaves the peak platform, is the growth rate of the number of passengers on the peak platform, is the number of passengers on the platform during peak hours when the train is entering the station. is the rated passenger capacity of the train to be controlled. This value is related to the actual train formation. It is the interval time between the train to be controlled and the train before it arriving at the peak platform. The number of passengers boarding the train when it reaches the peak platform is is the number of passengers on the train to be controlled when it leaves the platform before the peak platform, The number of passengers who get off the train when it reaches the peak platform.

8. A rail train marshaling system as claimed in claim 7, characterized in that: The acquisition module includes: a first acquisition unit and a second acquisition unit; The first acquisition unit is used to acquire the real-time number of passengers on the train, the maximum number of passengers on the platform, the number of passengers who get on the train after the train enters the platform, the number of passengers who get off the train after the train enters the platform, the number of passengers when the platform is switched from a flat-peak platform to a peak platform, and the number of passengers when the platform is switched from a flat-peak platform to a low-peak platform, wherein the real-time number of passengers on the train is acquired through the train weighing system, and the real-time number of passengers on the platform is acquired through CCTV image information and laser radar scanning on the platform; The second acquisition unit is used to acquire the number of passenger train formations, the number and positions of passenger trains, the number and positions of empty trains, and the distance between passenger trains and empty trains.

9. A rail train marshaling system as claimed in claim 7, characterized in that: The platform division module includes a first platform division unit, a second platform division unit and a third platform division unit; The first platform division unit is used for dividing the platform into the peak platform when the number of passengers on the platform is greater than or equal to the number of passengers when the platform enters the peak from the flat peak; The second platform division unit is used for dividing the platform into the low-peak platform when the number of passengers on the platform is less than or equal to the number of passengers when the platform enters the low-peak period from the flat peak period; The third platform division unit is used to divide the platform into the flat-peak platform when the number of passengers on the platform is less than the number of passengers when entering the peak from the flat peak and is greater than the number of passengers when entering the low peak from the flat peak.

10. A rail train marshaling system as claimed in claim 7, characterized in that: The expansion module includes: a second calculation unit and an expansion unit; The second calculation unit is used for: when the platform is switched from the flat-peak platform to the peak platform, calculating and selecting the optimal train to be controlled according to the distance of the nearest empty train to the train to be controlled, the number of passengers of the train to be controlled leaving the peak platform, the stop time of the train to be controlled at the previous platform of the peak platform, and the time for the train to be controlled to arrive at the peak platform from the previous platform of the peak platform; The expansion unit is used to: connect and expand the optimal train to be controlled that is selected by calculation with an empty train, and control the platform to switch to the flat-peak platform.

11. A rail train marshaling system as claimed in claim 10, characterized in that: The calculation to select the optimal train to be controlled is specifically as follows: = + ； in, is the distance of the nearest empty train to the train to be controlled, To control the number of passengers on the platform when the train leaves the peak platform, is the time when the train to be controlled arrives at the peak platform; When the train to be controlled meets the calculation When the value is the smallest, the optimal train to be controlled is selected.

12. A rail train marshaling system as claimed in claim 7, characterized in that: The decompilation module comprises: a decompilation unit; The de-marshalling unit is used to turn back the train arriving at the low-peak platform when it monitors that the number of passengers on the platform is less than or equal to the number of passengers when the platform enters the low-peak period from the flat peak period, de-marshal the trains according to the number of passenger train formations on the reversing line, and re-put several de-marshalled trains into operation on the line where the low-peak platform is located in the form of small formations, transfer several trains that have not been re-put into operation to the storage line to wait, or transfer several trains that have not been re-put into operation to the train base via the entry and exit line.

13. A terminal device, characterized in that: The method comprises a processor, a memory and a computer program stored and running on the memory, wherein the processor implements the steps of the rail train marshaling method as claimed in any one of claims 1 to 6 when executing the computer program.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the rail train formation method as described in any one of claims 1 to 6 are implemented.

15. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the rail train assembly method according to any one of claims 1 to 6 are implemented.

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