A method for precise regulation of transport capacity between urban rail transit lines

Abstract

A kind of urban rail transit line transport capacity precision regulation and control method, comprising: S100. Obtain urban rail transit line transfer passenger data, according to the transfer passenger data, section passenger flow information is obtained;S200. Obtain car fixed number information, according to the section passenger flow information and car fixed number information, the section congestion degree of urban rail transit line is obtained, according to the section congestion degree, transfer passenger flow density information is obtained;S300. Establish periodic train diagram evaluation mechanism, according to the transfer passenger flow density information, optimize rail transit line train diagram;S400. Real-time update the transfer passenger flow density information, the train diagram iterative optimization is carried out, set the iteration number or other iteration termination condition, obtain the final rail transit line train diagram.The method disclosed in the application considers the distribution of transport capacity in transfer station with different transfer passenger flow density, can save passenger travel time, improve passenger satisfaction, and reasonably allocate transport capacity.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit train operation, in particular to a method for precise regulation of inter-line transport capacity of urban rail transit. BACKGROUND

[0002] The core of efficient operation of urban rail transit system lies in scientifically and reasonably compiling train operation diagram to adapt to complex and variable passenger flow characteristics. The unevenness of passenger flow characteristics mainly reflects in time and space. In terms of time, the current urban subway lines in China mainly adopt non-periodic equal-interval operation diagram, that is, the operation diagram is compiled according to different time periods of flat peak, morning and evening peak to adapt to the unevenly distributed passenger flow in time. In terms of space, some transfer stations will concentrate more passenger flow, at this time, the transfer passenger flow will cause great impact on the transfer station, so the train operation diagram needs to be designed to meet the needs of the transfer passenger flow to arrive at a long interval between trains, so as to realize the purpose of passenger flow waiting for trains and reducing the impact. In addition, the passenger flow of some transfer stations is small, at this time, the transfer passenger flow will not cause great impact on the transfer station, so the train operation diagram should be designed to arrive at a short interval between trains to realize the purpose of reducing the waiting time of passenger flow and getting on the train as soon as possible.

[0003] In existing researches, a large number of scholars and experts at home and abroad have started from the perspective of real-time changing passenger flow to adjust the optimization of subway operation diagram connection, and have proposed some practical train operation diagram optimization methods facing dynamic passenger flow demand. Through summary and analysis of existing literatures, it can be concluded that the existing papers have achieved relatively mature research, but there are still some deficiencies in the following aspects, mainly including:

[0004] 1) In the existing operation diagram connection optimization, few scholars focus on the passenger flow density of different transfer stations to adjust the operation diagram to realize precise regulation of transport capacity.

[0005] 2) In the existing subway operation diagram connection research, most of them only consider minimizing the passenger waiting time at transfer stations, without considering large transfer passenger flow and small transfer passenger flow. SUMMARY

[0006] In view of the above problems, the present application is proposed to provide a method for precise regulation of inter-line transport capacity of urban rail transit.

[0007] In order to solve the above technical problems, the embodiments of the present application disclose the following technical solutions:

[0008] In a first aspect, the embodiments of the present application disclose a method for precise regulation of inter-line transport capacity of urban rail transit, comprising:

[0009] S100. Obtain transfer passenger data of the urban rail transit line, and obtain section passenger flow information according to the transfer passenger data;

[0010] S200. Obtain car occupancy information, obtain section congestion degree of the urban rail transit line according to the section passenger flow information and the car occupancy information, and obtain transfer passenger flow density information according to the section congestion degree;

[0011] S300. Establish a regular train diagram evaluation mechanism, and optimize the train diagram of the rail transit line according to the transfer passenger flow density information;

[0012] S400. Update the transfer passenger flow density information in real time, iteratively optimize the train diagram, set a preset iteration number or other iteration termination conditions, and obtain a final train diagram of the rail transit line.

[0013] Further, in S100, the transfer passenger data of the urban rail transit line at least includes transfer passenger boarding and alighting time, transfer passenger travel path and transfer passenger waiting time.

[0014] Further, in S100, the section passenger flow information is obtained according to the transfer passenger data, and a specific method includes: based on historical transfer passenger data, a passenger flow prediction model is established by using machine learning and statistical analysis methods, the model considers seasonal changes of passenger flow, influences of holidays and weather change factors, and realizes the purpose of predicting future passenger flow.

[0015] Further, in S100, the section passenger flow information is obtained according to the transfer passenger data, and a specific method further includes: obtaining passenger flow volume with a starting time of 0 and a termination time of T, dividing the time period [0, T] into a discrete set with a time interval of θmin, then taking the passenger flow at the end of each time interval as the passenger flow in the time period, obtaining a function f(t) of the section passenger flow f changing with time t, and the expression of the function f(t) is:

[0016]

[0017] Wherein, f(t) represents a function of the section passenger flow f changing with time t, T represents the termination time of obtaining passenger flow volume, and θ represents the time interval of dividing the time period [0, T] averagely.

[0018] Further, in S200, the car occupancy information is obtained, the section congestion degree of the urban rail transit line is obtained according to the section passenger flow information and the car occupancy information, and the transfer passenger flow density information is obtained according to the section congestion degree; a specific method includes: obtaining the section passenger flow f(t) and the car occupancy d, then the section congestion degree of the urban rail transit line is The first threshold c1 and the second threshold c2 are set, wherein c1 < c2, when c ≤ c1, it is judged that the transfer station has a small transfer passenger flow density; when c1 < c < c2, it is judged that the transfer station has a medium transfer passenger flow density; and when c ≥ c2, it is judged that the transfer station has a large transfer passenger flow density.

[0019] Further, in S300, a periodic operation diagram evaluation mechanism is established, and the rail transit line operation diagram is optimized according to the transfer passenger flow density information. The specific method includes: first, the train running time, the train stopping time and the station continuous train interval are constrained, then based on the constraint condition, the minimum value of the total passenger waiting time is obtained, and finally, according to the transfer passenger flow density c, it is determined whether to adjust the train interval of the adjacent two trains.

[0020] Further, the train running time is constrained, specifically including: for any adjacent two stations s and s+1, the interval running time of the train i satisfies the following condition:

[0021]

[0022] Wherein, is the departure time of the ith train at the s+1 station, is the arrival time of the ith train at the s station, is the station stopping time of the ith train at the s station.

[0023] For the train stopping time constraint, specifically including: for any station s and train i, the stopping time of the train i at the s station satisfies the following condition: Wherein is the station stopping time of the ith train at the s station.

[0024] Further, for the station continuous train interval constraint, specifically including: for any station s and adjacent two trains i and j, the continuous train interval of the station s satisfies the following condition:

[0025]

[0026] For any station s+1 and adjacent two trains i and j, the continuous train interval of the station s satisfies the following condition:

[0027]

[0028] Wherein, is the arrival time of the ith train at the s station, is the arrival time of the jth train at the s station, is the departure time of the ith train at the s+1 station; is the departure time of the jth train at the s+1 station.

[0029] Further, the minimum value target function expression of the passenger total waiting time is Where P s (t) is the number of passengers arriving at station s at time t, which dynamically changes over time, is the continuous interval of the station s and the adjacent two trains i and j, the station s interval time; if the passenger flow density c>N, N is the transfer passenger flow density threshold, half of the initial interval time is taken as the adjusted interval time, c

[0030] In a second aspect, an electronic device is disclosed, comprising:

[0031] one or more processors;

[0032] a memory for storing one or more programs;

[0033] When the one or more programs are executed by the one or more processors, the one or more processors implement the method for precise regulation of transport capacity between urban rail transit lines.

[0034] The above technical solution provided by the embodiments of the present application has at least the following beneficial effects:

[0035] The present application discloses a method for precise regulation of transport capacity between urban rail transit lines, comprising: S100. obtaining transfer passenger data of urban rail transit lines, and obtaining section passenger flow information according to the transfer passenger data; S200. obtaining car occupancy information, and obtaining section congestion degree of the urban rail transit lines according to the section passenger flow information and the car occupancy information, and obtaining transfer passenger flow density information according to the section congestion degree; S300. establishing a regular train diagram evaluation mechanism, and optimizing the train diagram of the rail transit lines according to the transfer passenger flow density information; S400. updating the transfer passenger flow density information in real time, and iteratively optimizing the train diagram, setting a preset iteration number or other iteration termination conditions, and obtaining a final train diagram of the rail transit lines. The method disclosed by the present application considers the allocation of transport capacity in transfer stations with different transfer passenger flow densities, can save passenger travel time, improve passenger satisfaction, and reasonably allocate transport capacity.

[0036] The technical solutions of the present application will be further described in detail below with the aid of drawings and embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0037] The accompanying drawings are included to provide a further understanding of the present application, and constitute a part of the specification, together with the embodiments of the present application, to explain the present application, and do not constitute a limitation on the present application. In the drawings:

[0038] Figure 1For the embodiment 1 of the present application, a flow chart of precise regulation of transport capacity between urban rail transit lines is provided.

[0039] Figure 2 For the embodiment 2 of the present application, a structural schematic diagram of an electronic device is provided. DETAILED DESCRIPTION

[0040] Exemplary embodiments of the present disclosure will be described in greater detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be accurately conveyed to those skilled in the art.

[0041] To solve the problems in the prior art, the embodiment of the present application provides a method for precise regulation of transport capacity between urban rail transit lines.

[0042] Embodiment 1

[0043] The embodiment of the present application discloses a method for precise regulation of transport capacity between urban rail transit lines, which comprises the following steps: Figure 1 , including:

[0044] S100. Obtain urban rail transit line transfer passenger data, and obtain section passenger flow information according to the transfer passenger data; wherein in S100 of the present embodiment, the urban rail transit line transfer passenger data at least includes transfer passenger boarding and alighting time, transfer passenger travel path and transfer passenger waiting time.

[0045] In S100 of the present embodiment, the section passenger flow information is obtained according to the transfer passenger data, and the specific method comprises: based on historical transfer passenger data, a passenger flow prediction model is established by using machine learning and statistical analysis method, the model considers seasonal variation of passenger flow, influence of holidays and weather change factors, and realizes the purpose of predicting future passenger flow.

[0046] Specifically, sensors and monitoring devices are installed on transfer stations and vehicles to collect data of transfer passengers in real time, including boarding and alighting time, travel path, waiting time and other information. Then the data is analyzed in depth to understand the trend of transfer passenger flow density of different transfer stations changing with time. Based on historical data, a passenger flow prediction model is established by using machine learning and statistical analysis technology. The model should consider factors such as seasonal variation of passenger flow, influence of holidays, weather change, etc., and finally achieve the purpose of predicting future passenger flow with a certain error.

[0047] In S100 of the embodiment, the section passenger flow information is obtained according to the transfer passenger data, and the specific method further comprises: obtaining passenger flow of passengers with a starting time of 0 and a termination time of T, dividing the time period [0, T] into a discrete set with a time interval of θmin, then taking the passenger flow at the end of each time interval as the passenger flow in the time period, and obtaining the section passenger flow f as a function f(t) of the change of time t, and the expression of the function f(t) is:

[0048]

[0049] Wherein, f(t) represents the function of the section passenger flow f changing with time t, T represents the termination time of obtaining passenger flow, and θ represents the time interval of dividing the time period [0, T] into a discrete set.

[0050] Specifically, the section passenger flow is an important concept in the field of transportation, mainly referring to the passenger flow passing through each section of the rail transit line in a certain time period. The section passenger flow is one of the main bases for preparing a running diagram, therefore, the main passenger flow to be counted in the patent is the section passenger flow. Assuming that the starting time of the passenger flow is 0 and the termination time of the study is T, the entire study time period is [0, T], the entire study time period is divided into a discrete set with a time interval of θmin, and then the passenger flow at the end of each time interval is taken as the passenger flow in the time period.

[0051] S200. Obtain the car occupancy information, obtain the section congestion degree of the urban rail transit line according to the section passenger flow information and the car occupancy information, and obtain the transfer passenger flow density information according to the section congestion degree;

[0052] In S200 of the embodiment, the car occupancy information is obtained, the section congestion degree of the urban rail transit line is obtained according to the section passenger flow information and the car occupancy information, and the transfer passenger flow density information is obtained according to the section congestion degree; the specific method comprises: obtaining the section passenger flow f(t) and the car occupancy d, then the section congestion degree of the urban rail transit line is The first threshold c1 and the second threshold c2 are set, wherein c1 < c2, when c ≤ c1, it is judged that the transfer passenger flow density of the transfer station is small; when c1 < c < c2, it is judged that the transfer passenger flow density of the transfer station is in the middle; and when c ≥ c2, it is judged that the transfer passenger flow density of the transfer station is large.

[0053] Wherein, for the first and third cases, in order to match the transport capacity with the transport volume and realize precise regulation and control of the transport capacity between the subway rail transit lines, the running diagram needs to be adjusted, and the essence of the adjustment is to shift the train running line, that is, to adjust the arrival and departure time of part of the trains, to adjust the train interval, and to adjust the turnaround time.

[0054] S300. Establish a regular schedule evaluation mechanism, optimize the rail transit line schedule according to the transfer passenger flow density information;

[0055] In this embodiment, a regular schedule evaluation mechanism is established, and the operation schedule and the corresponding technical scheme are adjusted through analysis of actual operation and user feedback. This can help continuously optimize the transportation system and adapt to the development of the city and the changing passenger flow demand. For example, by listening to the public's opinions and suggestions through hotlines and conducting on-site investigations to verify whether the problems are true, and finding relevant influencing factors after the problems are true.

[0056] Specifically, in this embodiment S300, a regular schedule evaluation mechanism is established, and the rail transit line schedule is optimized according to the transfer passenger flow density information. The specific method includes: first, constraining the train running time, train station stopping time and station continuous train interval, then based on the constraint conditions, obtaining the minimum value of the total waiting time of passengers; finally, according to the transfer passenger flow density c, determine whether to adjust the train interval of the adjacent two trains.

[0057] Among them, the train running time is constrained, specifically including: for any adjacent two stations s and s+1, the interval running time of train i satisfies the following conditions:

[0058]

[0059] Among them, is the departure time of the ith train at s+1 station, is the arrival time of the ith train at s station, is the station stopping time of the ith train at s station;

[0060] For train station stopping time constraint, specifically including: for any station s and train i, the stopping time of train i at s station satisfies the following conditions: Among them is the station stopping time of the ith train at s station.

[0061] For the station continuous train interval constraint, specifically including: for any station s and adjacent two trains i and j, the continuous train interval of station s satisfies the following conditions:

[0062]

[0063] For any station s+1 and adjacent two trains i and j, the continuous train interval of station s satisfies the following conditions:

[0064]

[0065] Among them, is the arrival time of the ith train at s station, is the arrival time of the jth vehicle at the s station, is the departure time of the ith vehicle at the s+1 station; is the departure time of the jth vehicle at the s+1 station.

[0066] After obtaining the above constraints, the minimum value of the total waiting time of passengers is obtained, and the objective function is to minimize the total waiting time of passengers, and the function expression is as follows:

[0067]

[0068] where P s (t) is the number of passengers arriving at the s station at t time, which dynamically changes with time, is the continuous train interval of the s station and the adjacent two trains i and j.

[0069] After obtaining the objective function, whether to adjust the running interval of the adjacent two trains is determined according to the transfer passenger flow density c.

[0070] If c>0.5

[0071] Half of the initial interval time is taken as the adjusted interval time, that is,

[0072]

[0073] If c≤0.5

[0074] Then

[0075] where, is the initial running interval of the adjacent two trains; is the adjusted running interval of the adjacent two trains.

[0076] S400. Real-time update the transfer passenger flow density information, iterative optimization of the running graph, set the preset iteration number or other iteration termination conditions, and obtain the final rail transit line running graph. Specifically, update the decision variables related to the influencing factors, and recalculate the objective function. Repeat the iteration output, set a certain number of iterations or other iteration termination conditions, optimize to a specific method, and output the result.

[0077] This embodiment discloses a method for precise control of transport capacity between urban rail transit lines, including: S100. Obtaining transfer passenger data of urban rail transit lines, and obtaining cross-sectional passenger flow information based on the transfer passenger data; S200. Obtaining carriage capacity information, obtaining the cross-sectional congestion degree of the urban rail transit line based on the cross-sectional passenger flow information and carriage capacity information, and obtaining transfer passenger flow density information based on the cross-sectional congestion degree; S300. Establishing a regular timetable evaluation mechanism, and optimizing the rail transit line timetable based on the transfer passenger flow density information; S400. Updating the transfer passenger flow density information in real time, iteratively optimizing the timetable, setting a preset number of iterations or other iteration termination conditions, and obtaining the final rail transit line timetable. The method disclosed in this invention considers the allocation of transport capacity in transfer stations with different transfer passenger flow densities, which can save passengers' travel time, improve passenger satisfaction, and rationally allocate transport capacity.

[0078] Example 2

[0079] Based on the same inventive concept, this disclosure also provides an electronic device. Figure 2 This is a schematic diagram of the structure of an electronic device according to an embodiment of this disclosure. Figure 2 As shown, this disclosure provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the optimization methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0080] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0081] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0082] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0083] According to an embodiment of the present disclosure, a computer readable medium is also provided. The computer readable medium has stored thereon a computer program, wherein the program, when executed by a processor, implements the steps in any of the optimization methods of the above embodiments.

[0084] It should be understood that the particular order in which the steps of the disclosed processes have been presented is exemplary. The steps of the processes can be rearranged in their order without departing from the scope of the present disclosure. The accompanying method claims present elements of the various steps in exemplary order and are not meant to be limited to the specific order presented.

[0085] In the above detailed description, various features are grouped together in single embodiments for the purpose of streamlining the disclosure. This disclosed approach is not to be interpreted as reflecting an intention that the embodiments of the claimed subject matter require more features than are expressly recited in each claim. Rather, as the claims below reflect, inventive subject matter lies in fewer than all features of the disclosed embodiments. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate preferred embodiment.

[0086] Those skilled in the art will further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans can implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present disclosure.

[0087] The steps of a method or algorithm described in connection with the embodiments disclosed herein can be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium can be integral to the processor. The processor and the storage medium can reside in an ASIC. The ASIC can reside in a user terminal. In the alternative, the processor and the storage medium can reside as discrete components in a user terminal.

[0088] For a software implementation, the techniques described in this application can be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein. The software codes can be stored in memory units and executed by processors. The memory unit can be implemented within the processor or external to the processor, in which case it can be communicatively coupled to the processor via various means as is known in the art.

[0089] The above description includes one or more examples of the embodiments. Of course, not all possible combinations of components or methods described above can be claimed as embodiments. One of ordinary skill in the art can recognize that modifications and variations of the described embodiments can be made without departing from the spirit or scope of the invention. Therefore, it is intended that such modifications and variations be included within the scope of the following claims. Also, to the extent the term "includes" is used in either the detailed description or the claims, such term is intended to be interpreted as "including but not limited to." Additionally, where the term "or" is used in either the detailed description or the claims, such term is intended to be interpreted as "exclusive or".

Claims

1. A method for precise control of transport capacity between urban rail transit lines, characterized in that, include: S100. Obtain transfer passenger data for urban rail transit lines, and obtain cross-sectional passenger flow information based on the transfer passenger data; S200. Obtain the carriage capacity information; based on the cross-sectional passenger flow information and carriage capacity information, obtain the cross-sectional congestion level of the urban rail transit line; and based on the cross-sectional congestion level, obtain... information; S300. Establish a regular operation chart evaluation mechanism, based on the aforementioned... Information is used to optimize the operation schedule of rail transit lines; In S300, a regular operation chart evaluation mechanism is established, based on the aforementioned... The information is used to optimize the rail transit line operation plan. The specific methods include: first, constraining the train travel time, train stop time and continuous train interval at stations; then, based on the constraints, obtaining the minimum total passenger waiting time; and finally, determining whether to adjust the headway between adjacent trains based on the transfer passenger flow density c. The train travel time is constrained, specifically as follows: for any two adjacent stations s and s+1, the travel time of train i between stations satisfies the following conditions: = - - ； in, Let be the departure time of the i-th car at station s+1. Let be the arrival time of the i-th car at station s. Let be the dwell time of the i-th vehicle at station s; The train dwell time constraint specifically includes: for any station s and train i, the dwell time of train i at station s satisfies the following conditions: >=0; where Let be the dwell time of the i-th vehicle at station s; For the continuous train interval constraint at a station, specifically, for any station s and two adjacent trains i and j, the continuous train interval at station s satisfies the following conditions: = ； For any station s+1 and two adjacent trains i and j, the consecutive train intervals at station s satisfy the following condition: = ； in, Let be the arrival time of the i-th car at station s. Let be the arrival time of the j-th car at station s. Let be the departure time of the i-th vehicle at station s+1; Let be the departure time of the j-th car at station s+1; The objective function expression for minimizing the total passenger waiting time is: ,in Let be the number of passengers arriving at station s at time t, which changes dynamically over time. For station s and two adjacent trains i and j, the consecutive headway of station s; if passenger flow density N is the passenger flow density threshold for transfers, and half of the initial interval time is used as the adjusted interval time. N is the passenger flow density threshold for transfers, and twice the initial interval time is used as the adjusted interval time. S400. Real-time updates The information is used to iteratively optimize the operation diagram, setting a preset number of iterations or other iteration termination conditions to obtain the final rail transit line operation diagram.

2. The method for precise control of transport capacity between urban rail transit lines as described in claim 1, characterized in that, In S100, the urban rail transit line transfer passenger data includes at least the transfer passenger boarding and alighting time, transfer passenger travel route, and transfer passenger waiting time.

3. The method for precise control of transport capacity between urban rail transit lines as described in claim 1, characterized in that, In S100, cross-sectional passenger flow information is obtained based on the transfer passenger data. The specific method includes: establishing a passenger flow prediction model based on historical transfer passenger data using machine learning and statistical analysis methods. The model considers seasonal changes in passenger flow, the impact of holidays, and weather changes to achieve the purpose of predicting future passenger flow.

4. The method for precise control of transport capacity between urban rail transit lines as described in claim 1, characterized in that, In S100, the cross-sectional passenger flow information is obtained based on the transfer passenger data. The specific method further includes: acquiring passenger flow with a start time of 0 and an end time of T, and dividing the time period [0, T] into an average time interval. The discrete set is then used, and the passenger flow at the end of each time interval is used to represent the passenger flow within that time interval. The cross-sectional passenger flow f is then obtained as a function f(t) that changes with time t. The expression for the function f(t) is: f(t)= ; Where f(t) represents the cross-sectional passenger flow f as a function of time t, and T represents the time at which passenger flow data is acquired. This represents the time interval for averaging the time period [0, T].

5. The method for precise control of transport capacity between urban rail transit lines as described in claim 1, characterized in that, In S200, the carriage capacity information is obtained. Based on the cross-sectional passenger flow information and carriage capacity information, the cross-sectional congestion level of the urban rail transit line is obtained. Based on the cross-sectional congestion level, the following is calculated: Information; specific methods include: obtaining the cross-sectional passenger flow f(t) and the carriage capacity d, then the cross-sectional congestion level of the urban rail transit line. Set the first threshold Second threshold ,in ,when At that time, it was judged as ;when At that time, it was judged as ;when At that time, it was judged as .

6. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method for precise control of capacity between urban rail transit lines as described in any of claims 1-5.

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