Urban rail transit dispatching method and device applied to ATC system, electronic equipment and storage medium

Abstract

This application discloses a method, apparatus, electronic device, and storage medium for urban rail transit scheduling applied to an ATC system. The method includes obtaining the estimated arrival times of a first train and a second train at a target transfer station; determining the actual acceleration of the train with the longer estimated arrival time according to a preset acceleration boost control model, and updating the operating speed curve of the train with the longer estimated arrival time based on the determined actual acceleration, so that the train with the longer estimated arrival time runs according to the updated operating speed curve; when the train with the shorter estimated arrival time arrives at the target transfer station, obtaining the remaining arrival time of the train with the longer estimated arrival time at the target transfer station; and determining the actual stopping time of the train with the shorter estimated arrival time at the target transfer station based on the remaining time. This application can more rationally adjust the train's operating speed and stopping time, thereby better meeting passenger transfer needs and reducing train resource waste.

Description

Technical Field

[0001] This application relates to the field of public transportation dispatching and management technology, and in particular to an urban rail transit dispatching method, device, electronic equipment and storage medium applied to an ATC system. Background Technology

[0002] Current urban rail transit is controlled by Automatic Train Control (ATC) systems. ATC systems use technical means to control the direction, intervals, and speed of trains, ensuring safe operation and improving efficiency.

[0003] The ATC system includes the Automatic Train Protection (ATP) subsystem, the Automatic Train Operation (ATO) subsystem, the Automatic Train Supervision (ATS) subsystem, and the Computer Interlocking (CI) subsystem.

[0004] 1. Automatic Train Protection Subsystem (ATP Subsystem)

[0005] The ATP subsystem is the foundation of the entire ATC system. Both the ATO and ATS subsystems rely on the operation of the ATP subsystem. The ATP subsystem, also known as the train overspeed protection system, automatically brakes when the train exceeds the speed limit. When the onboard equipment receives ground speed limit information, it processes the information and compares it with the actual speed. If the actual speed of the train exceeds the speed limit, the braking control device controls the train braking system to apply the brakes.

[0006] The ATP subsystem automatically detects the actual operating position of the train, automatically determines the maximum safe operating speed of the train, continuously monitors the speed to achieve overspeed protection, and automatically monitors the train interval to ensure that the prescribed train interval is achieved.

[0007] 2. Automatic Train Supervision Subsystem (ATS Subsystem)

[0008] The ATS subsystem is a complete traffic control system that uses computers to organize and control vehicle operations. The ATS subsystem transmits real-time traffic information from the field to the traffic control center, which then integrates the information and issues timely and accurate traffic instructions to the field to ensure accuracy, speed, safety, and reliability.

[0009] The ATS subsystem functions include: automatically managing train timetables, adjusting operating plans in a timely manner, monitoring train routes, automatically displaying train operation and equipment status, fulfilling the requirements of centralized electrical interlocking and automatic block signaling, automatically generating actual train timetables, providing passenger guidance at stations, managing vehicle maintenance periods, and simulating train operation.

[0010] 3. Computer Interlocking Subsystem (CI Subsystem)

[0011] The CI subsystem utilizes a computer to perform logical operations on the operating commands of station personnel and the information displayed on-site, thereby achieving centralized control of signals and switches, enabling them to function as mutually restrictive station interlocking devices, i.e., microcomputer-based centralized interlocking. It is a real-time control system with fail-safe performance, composed of a computer and other electronic and electromagnetic components.

[0012] To ensure the safety of train operation and shunting operations at the station, the interlocking requirements that must be met between signals and turnouts, as well as between signals themselves.

[0013] The computer interlocking system consists of hardware and software equipment. The hardware equipment includes the interlocking computer (which performs interlocking and display functions), the safety inspection computer (used to check the operation of the interlocking computer and guide safety if a fault is detected), color monitors, miniature centralized control consoles, safety relay input / output interface cabinets, dedicated power supply panels for computer interlocking, and outdoor equipment such as field signals, switch machines, and track circuits.

[0014] The software equipment is the core component for realizing the interlocking of routes, signals, and switches. It consists of two parts: first, a station database participating in interlocking calculations; and second, an application program that performs interlocking logic operations and completes the interlocking function. The station database includes station assignment tables, station interlocking tables, push-button route tables, and station display data. The application program consists of multiple program modules, namely, a system management program module, a clock interrupt management program module, a display information acquisition and processing program module, an operation command input and analysis program module, a route selection and turnout program module, a signal opening program module, an unlocking program module, and a station color monitor display program module.

[0015] 4. Automatic Train Operation (ATO) Subsystem

[0016] The ATO subsystem is a complete closed-loop automatic control system. On the one hand, the train detects its actual speed, and on the other hand, it continuously obtains the maximum permissible speed given by the ground. After computer calculation and based on other factors related to train operation, such as locomotive traction characteristics, section gradient, and curves, the optimal speed is determined, and the train is controlled to accelerate or decelerate, or even brake.

[0017] In automatic train control systems, the driver plays a supervisory role. Therefore, such systems require higher reliability and practicality in areas such as the channel for obtaining the maximum permissible speed and the locomotive computer for solving the optimal speed problem. Automatic train control has been applied to subways and direct passenger lines between suburban areas or cities. With the rapid development of microcomputer technology, my country has independently developed a fail-safe automatic train control system.

[0018] The ATO subsystem assists the ATP subsystem, receiving information from it, including speed commands, actual train speed, and travel distance. It also receives information such as train operation status from the ATS subsystem and ground marking coils. Based on this information, the ATO subsystem controls the train via traction / braking lines to maintain it at a reference speed and to bring it to an accurate stop at platforms equipped with platform screen doors.

[0019] In short, the ATO subsystem refers to the automatic train control subsystem that realizes automatic speed adjustment control and station program positioning and stopping control. The main functions of the ATO subsystem are: train departure acceleration control; constant speed operation control; deceleration control; operation mode control; station program positioning and stopping control, etc.

[0020] Under the protection of the ATP subsystem, the ATO subsystem implements automatic train operation, automatic speed adjustment, and train door control according to the instructions of the ATS subsystem.

[0021] The ATO subsystem has multiple driving modes, which can be roughly divided into three categories: fully automatic driving mode, semi-automatic driving mode, and manual driving mode. In fully automatic driving mode, the operation of the train is entirely controlled by the ATO subsystem. In semi-automatic mode, the driver drives according to the prompts given by the system. In manual driving mode, the train is completely controlled by the driver.

[0022] In most cases, train operation is fully automated by the Automatic Train Control (ATC) system. Only in the event of emergencies such as safety accidents can the driver switch to manual mode for control. This system can achieve automatic train operation while ensuring safety.

[0023] However, in the existing ATC system's scheduling and management strategy, under fully automated driving mode, the ATS subsystem lacks the ability to detect the number of passengers in the train carriages. Furthermore, it doesn't use the current passenger load factor or the estimated arrival time of the connecting train at the next transfer station as parameters for calculating train speed and station dwell time. This leads to situations in real-world urban rail transit scenarios where, when transferring trains, many passengers have just disembarked when their intended connecting train has already departed the platform (even if the connecting train is nearly empty). This not only wastes passenger time but also results in a waste of train resources, as the train still departs on time even with few passengers.

[0024] Therefore, how to more rationally adjust the operating speed and stopping time of the two trains that are about to transfer, so as to better meet the transfer needs of passengers and reduce the waste of train resources, is an urgent problem to be solved. Summary of the Invention

[0025] To address the aforementioned technical problems, this application provides an urban rail transit dispatching method applied to an ATC system, which can more rationally adjust train operating speed and stopping time, thereby better meeting passenger transfer needs and reducing train resource waste. This application also provides an urban rail transit dispatching device, electronic equipment, and storage medium applied to an ATC system, achieving the same technical effects.

[0026] The first objective of this application is to provide a method for urban rail transit scheduling applied to an ATC system.

[0027] The aforementioned objective of this application is achieved through the following technical solution:

[0028] A method for urban rail transit scheduling applied to an ATC system, the method comprising the following steps:

[0029] S1, obtain the estimated time for the first train and the second train to reach the target transfer station respectively, wherein the first train and the second train are trains on different track lines with the same transfer station, and the target transfer station is the next transfer station common to the first train and the second train.

[0030] S2, determine the actual acceleration of the train with a longer expected travel time according to the preset acceleration boost control model, and update the running speed curve of the train with a longer expected travel time based on the determined actual acceleration, so that the train with a longer expected travel time runs according to the updated running speed curve, so as to shorten the arrival time difference between the first train and the second train to the target transfer station.

[0031] S3, when the train with a shorter estimated travel time arrives at the target transfer station, obtain the remaining travel time of the train with a longer estimated travel time to arrive at the target transfer station;

[0032] S4, based on the remaining time, determine the actual stopping time of the train with the shorter expected time at the target transfer station.

[0033] Preferably, in step S4, determining the actual stopping time of the train with the shorter estimated travel time at the target transfer station based on the remaining travel time includes:

[0034] S41, determine whether the remaining time is greater than the preset maximum stopping time of the train with the shorter expected time. If yes, execute S42; otherwise, execute S43 to S4.

[0035] S42, trains with shorter expected travel times will stop according to the preset stopping time;

[0036] S43, obtain the passenger load factor of trains with shorter expected travel time;

[0037] S44, based on the passenger load factor and the preset parking time threshold range, determine the actual parking time of the train with the shorter expected travel time at the target transfer station according to the preset parking time determination model, wherein the actual parking time is negatively correlated with the passenger load factor.

[0038] Preferably, in step S43, obtaining the passenger load factor of the train with the shorter expected travel time includes:

[0039] S431, when a train with a shorter expected travel time stops and opens its doors at the target station and the stopping time exceeds the preset minimum stopping time, images of the interior of the carriages are captured by cameras in each carriage of the train with the shorter expected travel time.

[0040] S432, Based on the preset target detection model, perform passenger identification and passenger number statistics on the captured images inside the carriage to obtain the total number of passengers;

[0041] S433, calculate the passenger load factor of the train with the shorter expected travel time based on the total number of passengers.

[0042] Preferably, in step S44, the preset parking duration determination model is as follows:

[0043] t w =(1-c)*(t) w max -t w min )+t w min

[0044] ---

[0045] Among them, t w This indicates the actual stopping time (t) of the train with the shorter expected travel time at the target transfer station. w-max This indicates the preset maximum stopping time (t) for trains with shorter expected travel times at the target transfer station. w_min This represents the preset minimum stopping time of the train with the shorter expected travel time at the target transfer station, and c represents the passenger load factor of the train with the shorter expected travel time, with a value range of [0, 1].

[0046] Preferably, in step S2, the preset acceleration boost control model is as follows:

[0047] a = max(a max ,a original *t l / t s )

[0048] Where 'a' represents the actual acceleration of the train, which is expected to take a longer time. max This indicates the preset maximum acceleration of the train from its current location to the target transfer station, representing the estimated travel time. original This represents the initial acceleration of the train from its current location to the target transfer station, representing the estimated travel time. l This indicates the estimated travel time (t) of the train with the longer estimated travel time between the first and second trains to the target transfer station. s This indicates the estimated travel time of the train with the shorter estimated travel time to the target transfer station between the first and second trains.

[0049] The second objective of this application is to provide an urban rail transit dispatching device for use in an ATC system.

[0050] The second objective of this application is achieved through the following technical solution:

[0051] A city rail transit dispatching device applied to an ATC system, the device comprising:

[0052] The estimated arrival time acquisition module is used to acquire the estimated arrival time of the first train and the second train to the target transfer station, wherein the first train and the second train are trains on different track lines with the same transfer station, and the target transfer station is the next transfer station common to the first train and the second train.

[0053] The train speed control module is used to determine the actual acceleration of the train with a longer expected travel time according to a preset acceleration boost control model, and update the train's speed curve based on the determined actual acceleration, so that the train with a longer expected travel time runs according to the updated speed curve, thereby shortening the arrival time difference between the first train and the second train at the target transfer station.

[0054] The train arrival time remaining acquisition module acquires the remaining time of a train with a shorter estimated arrival time to the target transfer station when the train with a shorter estimated arrival time arrives at the target transfer station.

[0055] The train stopping control module is used to determine the actual stopping time of the train with the shorter expected stopping time at the target transfer station based on the remaining time.

[0056] Preferably, the train stopping control module determines the actual stopping time of the train at the target transfer station based on the remaining time, specifically including the following steps:

[0057] S41, determine whether the remaining time is greater than the preset maximum stopping time of the train with the shorter expected time. If yes, execute S42; otherwise, execute S43 to S4.

[0058] S42, trains with shorter expected travel times will stop according to the preset stopping time;

[0059] S43, obtain the passenger load factor of trains with shorter expected travel time;

[0060] S44, based on the passenger load factor and the preset parking time threshold range, determine the actual parking time of the train with the shorter expected travel time at the target transfer station according to the preset parking time determination model, wherein the actual parking time is negatively correlated with the passenger load factor.

[0061] Preferably, obtaining the passenger load factor of the train with the shorter expected travel time includes:

[0062] S431, when a train with a shorter expected travel time stops and opens its doors at the target station and the stopping time exceeds the preset minimum stopping time, images of the interior of the carriages are captured by cameras in each carriage of the train with the shorter expected travel time.

[0063] S432, Based on the preset target detection model, perform passenger identification and passenger number statistics on the captured images inside the carriage to obtain the total number of passengers;

[0064] S433, calculate the passenger load factor of the train with the shorter expected travel time based on the total number of passengers.

[0065] Preferably, the preset parking duration determination model is as follows:

[0066] t w =(1-c)*(t) w max -t w min )+t w min

[0067] ---

[0068] Among them, t w This indicates the actual stopping time (t) of the train with the shorter expected travel time at the target transfer station. w-max This indicates the preset maximum stopping time (t) for trains with shorter expected travel times at the target transfer station. w_min This represents the preset minimum stopping time of the train with the shorter expected travel time at the target transfer station, and c represents the passenger load factor of the train with the shorter expected travel time, with a value range of [0, 1].

[0069] Preferably, the preset acceleration boost control model is as follows:

[0070] a = max(a max ,a original *t l / t s )

[0071] Where 'a' represents the actual acceleration of the train, which is expected to take a longer time. max This indicates the preset maximum acceleration of the train from its current location to the target transfer station, representing the estimated travel time. original This represents the initial acceleration of the train from its current location to the target transfer station, representing the estimated travel time. l This indicates the estimated travel time (t) of the train with the longer estimated travel time between the first and second trains to the target transfer station. s This indicates the estimated travel time of the train with the shorter estimated travel time to the target transfer station between the first and second trains.

[0072] The third objective of this application is to provide an electronic device.

[0073] The aforementioned objective three of this application is achieved through the following technical solution:

[0074] An electronic device, comprising:

[0075] The invention comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the urban rail transit scheduling method for an ATC system as described in any of the first objectives of this application.

[0076] The fourth objective of this application is to provide a computer-readable storage medium.

[0077] The fourth objective of this application is achieved through the following technical solution:

[0078] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the urban rail transit scheduling method applied to an ATC system as described in any of the first objectives of this application.

[0079] In summary, this application discloses a method, apparatus, electronic device, and storage medium for urban rail transit scheduling applied to an ATC system. By dynamically adjusting the operating speed of slower-arriving trains and the stopping time of faster-arriving trains at transfer stations within an acceptable range, based on the estimated arrival time of the transfer train at the next transfer station and the passenger load factor of the faster-arriving train, the method allows slower-arriving trains to catch up with faster-arriving trains as much as possible while ensuring safety. Simultaneously, when the train passenger load factor is low, longer stopping time is allowed for transfer passengers to board, minimizing waiting time. Conversely, when the passenger load factor is high, even with longer stopping time, the train cannot accommodate more passengers, thus shortening the stopping time improves train operating efficiency. Therefore, this application can more rationally adjust train operating speed and stopping time, thereby better meeting passenger transfer needs and reducing train resource waste. Attached Figure Description

[0080] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0081] Figure 1 This is a flowchart illustrating an urban rail transit scheduling method applied to an ATC system according to an embodiment of this application;

[0082] Figure 2 This is a flowchart illustrating an urban rail transit scheduling method applied to an ATC system according to another embodiment of this application;

[0083] Figure 3 This is a schematic diagram of the structure of an urban rail transit dispatching device applied to an ATC system according to an embodiment of this application;

[0084] Figure 4This is a schematic diagram of the structure of an electronic device according to one embodiment of this application. Detailed Implementation

[0085] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0086] In the embodiments provided in this application, it should be understood that the disclosed methods and systems can be implemented in other ways. The system embodiments described below are merely illustrative. For example, the division of units and modules is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or modules can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, and can be electrical, mechanical, or other forms.

[0087] In addition, each functional unit in the various embodiments of this application can be integrated into a single processor, or each unit can be a separate device, or two or more units can be integrated into a single device; each functional unit in the various embodiments of this application can be implemented in hardware or in the form of hardware plus software functional units.

[0088] Those skilled in the art will understand that all or part of the steps of the following method embodiments can be implemented by program instructions and related hardware. The aforementioned program instructions can be stored in a computer-readable storage medium. When the program instructions are executed, they perform the steps of the following method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0089] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a plurality of" or "several" means two or more, unless otherwise explicitly specified.

[0090] In urban rail transit transfer scenarios, for the same transfer station, there are often situations where the platform of the current train is located opposite the platform of the train to be transferred to. When transferring, there are many situations where passengers have just disembarked from their current train and want to go to the opposite train, but the train to be transferred to has already departed the platform (even if the connecting train is sparsely populated or nearly empty). This not only delays passengers' time, but also wastes train resources because the train still departs on time even when there are few passengers.

[0091] To address this issue, this application, based on the current ATC system's scheduling and management strategy, monitors and collects train occupancy rates, enabling the ATS subsystem to add occupancy rates to the parameters used to calculate train speed, thereby calculating a new train speed. Simultaneously, the train's stopping time at transfer stations is dynamically adjusted based on the current occupancy rate, thus minimizing waiting time for passengers during transfers.

[0092] like Figure 1 As shown in the figure, this application provides an urban rail transit scheduling method applied to an ATC system, which may include the following steps:

[0093] S1, obtain the estimated time for the first train and the second train to reach the target transfer station respectively, wherein the first train and the second train are trains on different track lines with the same transfer station, and the target transfer station is the next transfer station common to the first train and the second train.

[0094] For the first and second trains on different tracks with the same transfer station, the arrival times of the two trains at the next transfer station (i.e., the target transfer station) are usually different. That is, the two trains usually do not arrive at the target transfer station at the same time. In this case, it is possible that when the train that arrives at the target transfer station later arrives, the train that arrived at the target transfer station on the same track has already left the target transfer station. This would cause passengers who want to transfer to the track corresponding to the target transfer station that arrived earlier to have to wait a long time until the next train on that track arrives at the target transfer station. Furthermore, if the train that arrived at the target transfer station earlier leaves the target transfer station with few passengers or is empty, it would lead to a waste of train resources.

[0095] Therefore, it is necessary to adjust the train's operating speed and stopping time more rationally in order to better meet passengers' transfer needs and reduce the waste of train resources.

[0096] To solve this problem, it is first necessary to obtain the estimated travel time of the first and second trains to the target transfer station. Specifically, the estimated travel time of the first and second trains to the target transfer station can be obtained through the ATS subsystem, and the timing of obtaining the estimated travel time of the first and / or second trains to the target transfer station can be any point in time during the process of the first and / or second trains traveling from the station preceding the target transfer station to the target transfer station. Preferably, in this embodiment, the estimated travel time of the first and / or second trains to the target transfer station can be obtained at the departure time of the first and / or second trains from the station preceding the target transfer station.

[0097] It should be noted that the next transfer station for the first and second trains is not necessarily the next station for each of these two trains.

[0098] S2, determine the actual acceleration of the train with the longer expected travel time according to the preset acceleration boost control model, and update the running speed curve of the train with the longer expected travel time based on the determined actual acceleration, so that the train with the longer expected travel time runs according to the updated running speed curve, so as to shorten the arrival time difference between the first train and the second train to the target transfer station.

[0099] After obtaining the estimated arrival times of the first and second trains at their respective target transfer stations, in order to ensure that the first and second trains can meet as safely as possible, it is necessary to increase the speed of the train with the longer estimated arrival time (i.e., the slower arrival time at the target transfer station) based on its existing operating speed, so that the train with the longer estimated arrival time can catch up with the train with the shorter estimated arrival time.

[0100] To address this issue, this embodiment requires determining the actual acceleration of the train with the longer expected travel time according to a preset acceleration boost control model. Based on the determined actual acceleration, the operating speed curve of the train with the longer expected travel time is updated, so that the train with the longer expected travel time runs according to the updated operating speed curve, thereby shortening the arrival time difference between the first train and the second train at the target transfer station.

[0101] Specifically, the ATS subsystem can be used to calculate the acceleration of trains with longer expected travel times and update their operating speed curves. The ATO subsystem can then control the trains with longer expected travel times to run according to the updated operating speed curves generated by the ATS subsystem.

[0102] It should be noted that, under normal circumstances, a train traveling from one station to another needs to sequentially pass through three speed stages: uniform acceleration, uniform speed, and uniform deceleration, according to a pre-set operating speed curve. However, when determining the actual acceleration of a train with a longer expected travel time based on a pre-set acceleration boost control model, regardless of the current speed stage of the train, the acceleration will be increased according to the actual acceleration determined by the pre-set acceleration boost control model for the remaining distance to the target transfer station.

[0103] S3: When the train with a shorter estimated travel time arrives at the target transfer station, obtain the remaining travel time of the train with a longer estimated travel time to arrive at the target transfer station.

[0104] When a train with a longer expected travel time is en route to the target transfer station, and a train with a shorter expected travel time arrives at the target transfer station, it is necessary to obtain the remaining travel time of the train with the longer expected travel time to arrive at the target transfer station. This remaining travel time is used to determine the actual (optimal) stopping time of the train with the shorter expected travel time at the target transfer station.

[0105] Specifically, the remaining time for trains with a long expected travel time to reach the target transfer station can be obtained through the ATS subsystem.

[0106] S4 determines the actual stopping time of trains with shorter estimated travel times at the target transfer station based on the remaining travel time.

[0107] Finally, the actual stopping time of the train with the shorter estimated travel time at the target transfer station is determined based on the remaining travel time of the train with the longer estimated travel time to reach the target transfer station. This helps to avoid situations where the number of passengers on the train with the shorter estimated travel time is far from reaching the passenger capacity limit, and passengers on the train with the longer estimated travel time have just disembarked when the train they want to transfer to has already left the station.

[0108] In summary, the urban rail transit scheduling method applied to the ATC system in the above embodiments first obtains the estimated arrival times of the first train and the second train to the target transfer station, where the first train and the second train are trains on different track lines with the same transfer station, and the target transfer station is the next transfer station shared by the first train and the second train; then, according to a preset acceleration boost control model, the actual acceleration of the train with the longer estimated arrival time is determined, and the operating speed curve of the train with the longer estimated arrival time is updated based on the determined actual acceleration, so that the train with the longer estimated arrival time runs according to the updated operating speed curve, thereby shortening the arrival time difference between the first train and the second train to the target transfer station; next, when the train with the shorter estimated arrival time arrives at the target transfer station, the remaining arrival time of the train with the longer estimated arrival time is obtained; finally, based on the remaining arrival time, the actual stopping time of the train with the shorter estimated arrival time at the target transfer station is determined.

[0109] This embodiment dynamically adjusts the speed of slower-arriving trains and their stopping time at transfer stations within an acceptable range by combining the estimated arrival time of the connecting train at the next transfer station and the passenger load factor of the faster-arriving train. This allows slower-arriving trains to catch up with faster-arriving trains as much as possible while ensuring safety. Simultaneously, when the train load factor is low, longer stopping times allow connecting passengers to board, minimizing waiting time. Conversely, when the load factor is high, even with longer stopping times, the train cannot accommodate more passengers, thus shortening stopping times improves train operation efficiency. Therefore, this application can more rationally adjust train speed and stopping time, better meeting passenger transfer needs and reducing train resource waste.

[0110] Based on the above embodiments, such as Figure 2 As shown, in one embodiment, step S4, determining the actual stopping time of the train with the shorter expected travel time at the target transfer station based on the remaining travel time, may specifically include the following steps:

[0111] S41, determine whether the remaining time is greater than the preset maximum stopping time of the train with the shorter expected time. If yes, execute S42; otherwise, execute S43 to S4.

[0112] S42, trains with shorter expected travel times will stop according to the preset stopping time;

[0113] S43, obtain the passenger load factor of trains with shorter expected travel time;

[0114] S44. Based on the passenger load factor and the preset parking time threshold range, the actual parking time of the train with the shorter expected travel time at the target transfer station is determined according to the preset parking time determination model. The actual parking time is negatively correlated with the passenger load factor.

[0115] In this embodiment, the decision to extend the actual stopping time of the train with the shorter expected stopping time is determined by whether the remaining time is greater than the preset maximum stopping time of the train with the shorter expected stopping time.

[0116] When the remaining travel time is greater than the preset maximum stopping time of the train with the shorter estimated travel time, it means that even if the train with the shorter estimated travel time stops at the target transfer station according to its preset maximum stopping time, the train with the longer estimated travel time will not be able to catch up with the train with the shorter estimated travel time at the target transfer station. In this case, the train with the shorter estimated travel time will stop according to its preset stopping time and will not need to continue waiting for the train with the longer estimated travel time.

[0117] When the remaining travel time is less than or equal to the preset maximum stopping time of the train with the shorter estimated travel time, it means that if the train with the shorter estimated travel time, after arriving at the target transfer station, appropriately extends its stopping time relative to its preset maximum stopping time at the target transfer station within its stopping range, the train with the longer estimated travel time can catch up with the train with the shorter estimated travel time at the target transfer station. In this case, the actual stopping time of the train with the shorter estimated travel time is dynamically determined based on the passenger load factor of the train with the shorter estimated travel time. That is, based on the passenger load factor and the preset stopping time threshold range, the actual stopping time of the train with the shorter estimated travel time at the target transfer station is determined according to the preset stopping time determination model, so that the actual stopping time is negatively correlated with the passenger load factor. Thus, when the passenger load factor is high, the actual stopping time of the train with the shorter estimated travel time is correspondingly shorter to reduce the waiting time of other passengers on the train, while when the passenger load factor is low, the actual stopping time of the train with the shorter estimated travel time is correspondingly longer to stay as long as possible to wait for passengers on the train with the longer estimated travel time to transfer.

[0118] Specifically, the preset stopping time threshold range can be set as needed. The preset stopping time threshold range is the range of stopping times for trains with shorter expected travel times at the target transfer station. The minimum value of this range is the preset minimum stopping time for trains with shorter expected travel times at the target transfer station, and the maximum value of this range is the preset minimum stopping time for trains with shorter expected travel times at the target transfer station. The preset stopping time for trains with shorter expected travel times at the target transfer station falls within this range.

[0119] Based on the above embodiments, in one embodiment, step S43, obtaining the passenger load factor of the train with the shorter expected travel time includes:

[0120] S431: When a train with a shorter expected travel time stops and opens its doors at the target station, and the stopping time exceeds the preset minimum stopping time, images of the interior of the carriages are captured by cameras in each carriage of the train with the shorter expected travel time.

[0121] Specifically, when a train with a shorter expected travel time stops and opens its doors at the target station, and the stopping time exceeds the preset minimum stopping time, in most cases, passengers boarding and alighting on the train have already completed their journeys. Therefore, counting the number of passengers in the carriages at this time makes the calculation of its passenger load factor more accurate and objective. Thus, at this time, images of the carriages are captured by cameras in each carriage of the train with a shorter expected travel time.

[0122] Specifically, for trains with shorter travel times, the cameras used to capture images inside the carriages can be either existing cameras in the carriages or additional cameras installed. The key is that all images captured can cover the entire interior space of the train carriages to ensure the accuracy of subsequent passenger number identification and calculation, thereby ensuring the accuracy of passenger load factor calculation.

[0123] Specifically, the preset minimum parking time is the minimum value within the preset parking time threshold range.

[0124] S432, based on the preset target detection model, performs passenger identification and passenger number counting on the captured images inside the carriage to obtain the total number of passengers;

[0125] After capturing images of the interior of the carriage, a preset target detection model is used to identify passengers and count the number of passengers in the captured images, thereby obtaining the total number of passengers.

[0126] Specifically, the preset target detection model can be an existing target detection model such as the YOLOv5 model or the Mask-RCNN model. Using the target detection model to identify and count the number of passengers in the captured images inside the carriage is an existing technology and will not be elaborated here.

[0127] S433 calculates the passenger load factor of trains with shorter expected travel time based on the total number of passengers.

[0128] After obtaining the total number of passengers for the train with the shorter expected travel time, input the total number of passengers and the preset number of passengers at full capacity (known) for the train with the shorter expected travel time into the passenger load factor calculation formula to calculate the passenger load factor of the train with the shorter expected travel time.

[0129] Based on the above embodiments, in one embodiment, the preset parking duration determination model in step S44 is as follows:

[0130] t w=(1-c)*(t) w max -t w min )+t w min

[0131] ---

[0132] Among them, t w This indicates the actual stopping time (t) of the train with the shorter expected travel time at the target transfer station. w-max This indicates the maximum preset stopping time (t) for trains with shorter expected travel times at the target transfer station. w_min represents the preset minimum stopping time of the train with the shorter expected travel time at the target transfer station, and c represents the passenger load factor of the train with the shorter expected travel time, with a value range of [0, 1].

[0133] As can be seen from the above formula, the actual stopping length of a train with a shorter expected travel time decreases as its passenger load factor increases. When the passenger load factor of a train with a shorter travel time is 1 after it arrives at the target transfer point, that is, when it is fully loaded, the train with a shorter travel time can no longer pick up passengers, so it only needs to stop for the preset minimum stopping time. When the passenger load factor of a train with a shorter travel time is 0 after it arrives at the target transfer point, that is, when it is empty, the train will stop for the preset maximum stopping time, that is, stay as long as possible, waiting for the train with a preset longer travel time to arrive at the station for transfer.

[0134] Based on the above embodiments, in one embodiment, in step S2, the preset acceleration boost control model is as follows:

[0135] a = max(a max ,a original *t l / t s )

[0136] Where 'a' represents the actual acceleration of the train, which is expected to take a longer time. max This indicates the preset maximum acceleration of the train from its current location to the target transfer station, representing the estimated travel time. original This represents the initial acceleration of the train from its current location to the target transfer station, representing the estimated travel time. l This indicates the estimated travel time (t) of the train with the longer estimated travel time between the first and second trains to the target transfer station. s This indicates the estimated travel time of the train with the shorter estimated travel time to the target transfer station between the first and second trains.

[0137] As can be seen from the above formula, the actual acceleration of a train with a longer expected travel time will be increased proportionally to the ratio of its travel time to the target transfer station to that of a faster train with a shorter expected travel time. This ensures that the train with a longer expected travel time can make its best effort to catch up with the train with a shorter expected travel time within a safe range.

[0138] like Figure 3 As shown in the figure, this application provides an urban rail transit dispatching device applied to an ATC system, which may include:

[0139] The estimated arrival time acquisition module 201 is used to acquire the estimated arrival time of the first train and the second train to the target transfer station, wherein the first train and the second train are trains on different track lines with the same transfer station, and the target transfer station is the next transfer station common to both the first train and the second train.

[0140] The train speed control module 202 is used to determine the actual acceleration of the train with a longer expected travel time according to the preset acceleration boost control model, and update the running speed curve of the train with a longer expected travel time based on the determined actual acceleration, so that the train with a longer expected travel time runs according to the updated running speed curve, thereby shortening the arrival time difference between the first train and the second train to the target transfer station.

[0141] The train arrival time remaining acquisition module 203 acquires the remaining time of a train with a shorter estimated arrival time to the target transfer station when the train with a shorter estimated arrival time arrives at the target transfer station.

[0142] The train stopping control module 204 is used to determine the actual stopping time of a train with a shorter expected stopping time at the target transfer station based on the remaining time.

[0143] Based on the above embodiments, in one embodiment, the train stopping control module 204 performs the following steps to determine the actual stopping time of the train at the target transfer station based on the remaining time and the estimated stopping time of the train with the shorter estimated time:

[0144] S41, determine whether the remaining time is greater than the preset maximum stopping time of the train with the shorter expected time. If yes, execute S42; otherwise, execute S43 to S4.

[0145] S42, trains with shorter expected travel times will stop according to the preset stopping time;

[0146] S43, obtain the passenger load factor of trains with shorter expected travel time;

[0147] S44. Based on the passenger load factor and the preset parking time threshold range, the actual parking time of the train with the shorter expected travel time at the target transfer station is determined according to the preset parking time determination model. The actual parking time is negatively correlated with the passenger load factor.

[0148] Based on the above embodiments, in one embodiment, obtaining the passenger load factor of a train with a shorter expected travel time includes:

[0149] S431: When a train with a shorter expected travel time stops and opens its doors at the target station, and the stopping time exceeds the preset minimum stopping time, images of the interior of the carriages are captured by cameras in each carriage of the train with the shorter expected travel time.

[0150] S432, based on the preset target detection model, performs passenger identification and passenger number counting on the captured images inside the carriage to obtain the total number of passengers;

[0151] S433 calculates the passenger load factor of trains with shorter expected travel time based on the total number of passengers.

[0152] Based on the above embodiments, in one embodiment, the preset parking duration determination model is as follows:

[0153] t w =(1-c)*(t) w max -t w min )+t w min

[0154] ---

[0155] Among them, t w This indicates the actual stopping time (t) of the train with the shorter expected travel time at the target transfer station. w-max This indicates the maximum preset stopping time (t) for trains with shorter expected travel times at the target transfer station. w_min represents the preset minimum stopping time of the train with the shorter expected travel time at the target transfer station, and c represents the passenger load factor of the train with the shorter expected travel time, with a value range of [0, 1].

[0156] Based on the above embodiments, in one embodiment, the preset acceleration boost control model is as follows:

[0157] a = max(a max ,a original *t l / t s )

[0158] Where 'a' represents the actual acceleration of the train, which is expected to take a longer time. maxThis indicates the preset maximum acceleration of the train from its current location to the target transfer station, representing the estimated travel time. original This represents the initial acceleration of the train from its current location to the target transfer station, representing the estimated travel time. l This indicates the estimated travel time (t) of the train with the longer estimated travel time between the first and second trains to the target transfer station. s This indicates the estimated travel time of the train with the shorter estimated travel time to the target transfer station between the first and second trains.

[0159] It should be noted that the urban rail transit dispatching device applied to the ATC system in the above embodiments has the same working principle and technical effect as the urban rail transit dispatching method applied to the ATC system in the above embodiments, and will not be repeated here.

[0160] like Figure 4 As shown, this application provides an electronic device 3, which includes a memory 301, a processor 302, and a computer program 303 stored in the memory 301 and executable on the processor 302. When the processor 302 executes the computer program 303, it implements the steps of the urban rail transit scheduling method applied to the ATC system as described in the above method embodiment of this application.

[0161] Specifically, the electronic device 3 can be an intelligent device with memory and processor, such as an industrial control computer, PC, or smart mobile terminal, or a computer component with memory and processor, such as a CPU or GPU.

[0162] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the urban rail transit scheduling method applied to an ATC system as described in the above-described method embodiments of this application.

[0163] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0164] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0165] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly using hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0166] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for urban rail transit scheduling applied to an ATC system, characterized in that, The method includes the following steps: S1, obtain the estimated time for the first train and the second train to reach the target transfer station respectively, wherein the first train and the second train are trains on different track lines with the same transfer station, and the target transfer station is the next transfer station common to the first train and the second train. S2, determine the actual acceleration of the train with a longer expected travel time according to the preset acceleration boost control model, and update the running speed curve of the train with a longer expected travel time based on the determined actual acceleration, so that the train with a longer expected travel time runs according to the updated running speed curve, so as to shorten the arrival time difference between the first train and the second train to the target transfer station. S3, when the train with a shorter estimated travel time arrives at the target transfer station, obtain the remaining travel time of the train with a longer estimated travel time to arrive at the target transfer station; S4, based on the remaining time, determine the actual stopping time of the train with the shorter estimated time at the target transfer station, specifically including the following steps: S41, determine whether the remaining time is greater than the preset maximum stopping time of the train with the shorter expected time. If yes, execute S42; otherwise, execute S43~S44. S42, trains with shorter expected travel times will stop according to the preset stopping time; S43, obtain the passenger load factor of trains with shorter expected travel time; S44, based on the passenger load factor and the preset parking time threshold range, determine the actual parking time of the train with the shorter expected travel time at the target transfer station according to the preset parking time determination model, wherein the actual parking time is negatively correlated with the passenger load factor, and the preset parking time determination model is as follows: in, This indicates the actual stopping time of trains with shorter expected travel times at the target transfer station. This indicates the preset maximum stopping time for trains with shorter expected travel times at the target transfer station. This indicates the preset minimum stopping time for trains with shorter expected travel times at the target transfer station. This represents the passenger load factor of trains with shorter expected travel time, and its value ranges from [0, 1].

2. The urban rail transit scheduling method applied to the ATC system according to claim 1, characterized in that, In step S43, obtaining the passenger load factor of the train with the shorter expected travel time includes: S431, when a train with a shorter expected travel time stops and opens its doors at the target transfer station, and the stopping time exceeds the preset minimum stopping time, images of the interior of the carriages are captured by cameras in each carriage of the train with the shorter expected travel time. S432, Based on the preset target detection model, perform passenger identification and passenger number statistics on the captured images inside the carriage to obtain the total number of passengers; S433, calculate the passenger load factor of the train with the shorter expected travel time based on the total number of passengers.

3. The urban rail transit scheduling method applied to an ATC system according to any one of claims 1-2, characterized in that, In step S2, the preset acceleration boost control model is as follows: in, This indicates the actual acceleration of a train with a longer expected travel time. This indicates the preset maximum acceleration for trains expected to travel a longer distance between their current location and the target transfer station. This indicates the initial acceleration of the train from its current location to the target transfer station, indicating a travel time that is expected to be relatively long. This indicates the estimated travel time of the train with the longer estimated travel time between the first and second trains to the target transfer station. This indicates the estimated travel time of the train with the shorter estimated travel time to the target transfer station between the first and second trains.

4. A city rail transit dispatching device applied to an ATC system, characterized in that, The device includes: The estimated arrival time acquisition module is used to acquire the estimated arrival time of the first train and the second train to the target transfer station, wherein the first train and the second train are trains on different track lines with the same transfer station, and the target transfer station is the next transfer station common to the first train and the second train. The train speed control module is used to determine the actual acceleration of the train with a longer expected travel time according to a preset acceleration boost control model, and update the train's speed curve based on the determined actual acceleration, so that the train with a longer expected travel time runs according to the updated speed curve, thereby shortening the arrival time difference between the first train and the second train at the target transfer station. The train arrival time remaining acquisition module acquires the remaining time of a train with a shorter estimated arrival time to the target transfer station when the train with a shorter estimated arrival time arrives at the target transfer station. The train stopping control module is used to determine the actual stopping time of the train with the shorter estimated stopping time at the target transfer station based on the remaining time, specifically including the following steps: S41, determine whether the remaining time is greater than the preset maximum stopping time of the train with the shorter expected time. If yes, execute S42; otherwise, execute S43~S44. S42, trains with shorter expected travel times will stop according to the preset stopping time; S43, obtain the passenger load factor of trains with shorter expected travel time; S44, based on the passenger load factor and the preset parking time threshold range, determine the actual parking time of the train with the shorter expected travel time at the target transfer station according to the preset parking time determination model, wherein the actual parking time is negatively correlated with the passenger load factor, and the preset parking time determination model is as follows: in, This indicates the actual stopping time of trains with shorter expected travel times at the target transfer station. This indicates the preset maximum stopping time for trains with shorter expected travel times at the target transfer station. This indicates the preset minimum stopping time for trains with shorter expected travel times at the target transfer station. This represents the passenger load factor of trains with shorter expected travel time, and its value ranges from [0, 1].

5. The urban rail transit dispatching device applied to the ATC system according to claim 4, characterized in that, The method of obtaining the passenger load factor of trains with shorter expected travel time includes: S431, when a train with a shorter expected travel time stops and opens its doors at the target transfer station, and the stopping time exceeds the preset minimum stopping time, images of the interior of the carriages are captured by cameras in each carriage of the train with the shorter expected travel time. S432, Based on the preset target detection model, perform passenger identification and passenger number statistics on the captured images inside the carriage to obtain the total number of passengers; S433, calculate the passenger load factor of the train with the shorter expected travel time based on the total number of passengers.

6. An electronic device, characterized in that, The system includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the urban rail transit scheduling method applied to an ATC system as described in any one of claims 1-3.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the urban rail transit scheduling method applied to an ATC system as described in any one of claims 1-3.

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