Station layout method, device, equipment, medium and product based on commuting travel

Abstract

The present invention discloses a station layout method, device, equipment, medium and product based on commuting travel, which are applied to the field of rail transit technology. In the present invention, the commuting ratio of each station is obtained; according to the commuting ratio of each station, the target station to be optimized in layout is determined. The passenger characteristic parameters and station characteristic parameters of the target station are obtained, the passenger characteristic parameters are characteristic parameters affected by the passenger's entry behavior, and the station characteristic parameters are characteristic parameters of the station space and facilities. According to the passenger characteristic parameters and the station characteristic parameters, the target layout strategy of the target station based on dual channels is calculated, where one side of the dual channels is for commuting passengers and the other side is for ordinary passengers. Through the commuting ratio, the layout of the target station is optimized from a commuting perspective. And combined with the passenger's entry behavior and the station space and facilities, the needs and characteristics of the commuting passengers are fully considered to determine the target layout strategy of the target station based on dual channels. Therefore, the efficiency of commuting travel is improved.

Description

Technical Field

[0001] The present application belongs to the field of rail transit technology, and specifically relates to a station layout method, device, equipment, medium and product based on commuter travel. Background Art

[0002] Metro has become the preferred public transportation mode for residents due to its advantages such as high speed, high efficiency and energy saving, punctual operation, large passenger capacity and low interference. However, during the morning peak period, a large number of passengers entering the station in a short period of time will cause congestion in front of security check and ticket inspection facilities. Therefore, how to efficiently enter the station during peak passenger flow period is an urgent problem to be solved. Summary of the invention

[0003] The present disclosure is proposed in view of the above problems. The present disclosure provides a station layout method, device, equipment, medium and product based on commuting travel, which improves the efficiency of commuting travel.

[0004] According to one aspect of the present disclosure, a station layout method based on commuter travel is provided, comprising:

[0005] Get the commuter ratio for each station;

[0006] Determine the target station to be optimized for layout according to the commuting ratio of each of the stations;

[0007] Acquire passenger characteristic parameters and station characteristic parameters of the target station, wherein the passenger characteristic parameters are characteristic parameters affected by the passenger's station entry behavior, and the station characteristic parameters are characteristic parameters of the station space and facilities;

[0008] According to the passenger characteristic parameters and the station characteristic parameters, a target layout strategy of the target station based on dual channels is calculated, wherein one side of the dual channels is for commuting passengers and the other side is for ordinary passengers, and the commuting passengers are passengers who meet preset commuting conditions during the morning rush hour.

[0009] Optionally, obtaining the commuting ratio of each station includes:

[0010] Obtaining passenger entry data of multiple stations during historical morning peak hours and the total number of passengers entering each station;

[0011] Analyzing the passenger entry data based on spatiotemporal similarity metrics, and classifying the passengers entering the station to obtain the types of passengers entering the station, wherein the types of passengers entering the station include commuter passengers and ordinary passengers;

[0012] determining the entry volume of the commuter passengers based on the entry passenger types;

[0013] The commuting ratio of each station is calculated based on the total station entry volume and the station entry volume of the commuting passengers at each station.

[0014] Optionally, determining the target station to be optimized for layout according to the commuting ratio of each station includes:

[0015] Calculating the commuting importance of each station according to the commuting ratio of each station and the total station entry volume of each station;

[0016] The station whose commuting importance is greater than a preset threshold is taken as the target station.

[0017] Optionally, the calculating, according to the passenger characteristic parameters and the station characteristic parameters, a target layout strategy of the target station based on dual channels includes:

[0018] Calculate the value range of the layout strategy of the target station according to the preset station layout constraint conditions;

[0019] Calculating a total passenger arrival time set and a total facility cost set according to the value range of the layout strategy, the passenger characteristic parameter and the station characteristic parameter;

[0020] The dual-channel-based target layout strategy is calculated based on the total passenger arrival time set and the total facility cost set.

[0021] Optionally, the calculating the dual-channel based target layout strategy based on the total passenger arrival time set and the total facility cost set includes:

[0022] Based on the total passenger arrival time set and the total facility cost set, multiple groups of layout strategies are obtained;

[0023] Optimizing and calculating the total passenger arrival time and the total facility cost corresponding to each group of the layout strategies to obtain an optimization parameter set;

[0024] The layout strategy corresponding to the minimum optimization parameter in the optimization parameter set is used as the dual-channel based target layout strategy.

[0025] Optionally, before taking the layout strategy corresponding to the minimum optimization parameter as the dual-channel based target layout strategy, the method further includes:

[0026] Based on the preset station layout constraint conditions, verifying the layout strategy corresponding to the minimum optimization parameter to obtain a verification result;

[0027] If the verification result does not meet the preset station layout constraint conditions, the layout strategies corresponding to the optimization parameters are verified in sequence from small to large according to the sizes of the optimization parameters in the optimization parameter set until the verification result meets the preset station layout constraint conditions.

[0028] According to another aspect of the present disclosure, a station layout device based on commuting travel is provided, comprising:

[0029] The first acquisition module is used to obtain the commuting ratio of each station;

[0030] A determination module, used for determining a target station to be optimized for layout according to the commuting ratio of each of the stations;

[0031] A second acquisition module is used to acquire passenger characteristic parameters and station characteristic parameters of the target station, wherein the passenger characteristic parameters are characteristic parameters affected by the passenger's behavior of entering the station, and the station characteristic parameters are characteristic parameters of the station space and facilities;

[0032] A calculation module is used to calculate the target layout strategy of the target station based on the dual-channel according to the passenger characteristic parameters and the station characteristic parameters, wherein one side of the dual-channel is for commuting passengers and the other side is for ordinary passengers, and the commuting passengers are passengers who meet the preset commuting conditions during the morning rush hour.

[0033] According to another aspect of the present disclosure, an electronic device is provided, including 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 above-mentioned station layout method based on commuting travel.

[0034] According to another aspect of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored, and the program is executed by a processor to implement the above-mentioned station layout method based on commuting travel.

[0035] According to another aspect of the present disclosure, a computer program product is provided, including a computer-readable code, or a non-volatile computer-readable storage medium carrying the computer-readable code. When the computer-readable code runs in a processor of an electronic device, the processor in the electronic device executes the above-mentioned station layout method based on commuting travel.

[0036] In the present disclosure, the commuting ratio of each station is obtained; according to the commuting ratio of each station, the target station to be optimized is determined. The passenger characteristic parameters and station characteristic parameters of the target station are obtained, wherein the passenger characteristic parameters are characteristic parameters affected by the passenger's entry behavior, and the station characteristic parameters are characteristic parameters of the station space and facilities. According to the passenger characteristic parameters and the station characteristic parameters, the target layout strategy of the target station based on dual channels is calculated, wherein one side of the dual channels is for commuting passengers, and the other side is for ordinary passengers, and the commuting passengers are passengers who meet the preset commuting conditions during the morning peak period. According to the commuting ratio, the target station with large passenger flow and possible congestion during the morning peak period is determined, and the layout of the target station is optimized from the perspective of commuting travel. In addition, the needs and characteristics of commuting passengers are fully considered in combination with the passenger entry behavior and the station space and facilities, and the target layout strategy of the target station based on dual channels is determined to ensure that passengers can enter the station smoothly during the peak period without causing serious congestion. Therefore, the efficiency of commuting travel is improved.

[0037] It is to be understood that both the foregoing general description and the following detailed description are exemplary, and are intended to provide further explanation of the technology as claimed. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The above and other purposes, features and advantages of the present disclosure will become more apparent by describing the embodiments of the present disclosure in more detail in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and do not constitute a limitation of the present disclosure. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0039] Figure 1 A flow chart of a station layout method based on commuting travel provided in the present invention.

[0040] Figure 2 The entry flow chart of the dual-channel station layout provided for the present invention.

[0041] Figure 3 A schematic structural diagram of a station layout device based on commuting provided in the present invention.

[0042] Figure 4 A hardware block diagram of an electronic device provided by the present disclosure.

[0043] Figure 5 A schematic diagram of a computer program product provided by the present disclosure. DETAILED DESCRIPTION

[0044] In order to enable those skilled in the art to more clearly understand the technical solution of the present application, the application scenario of the solution of the present application is first described below.

[0045] Subways have become the preferred public transportation mode for residents due to their advantages such as high speed, high efficiency and energy saving, punctual operation, large passenger capacity and low interference. Especially during the morning rush hour, a large number of passengers entering the station in a short period of time, mainly commuters, will cause congestion in front of security check and ticket checking facilities, reducing the efficiency of passengers entering the station and even creating safety risks. The contradiction between the demand for fast and efficient entry of commuters and the congestion of subway stations has become increasingly prominent. However, the layout and use of existing rapid entry facilities have failed to fully consider the needs and characteristics of commuters. Therefore, how to efficiently enter the station during peak passenger flow periods is an urgent problem to be solved.

[0046] In the present disclosure, the commuting ratio of each station is obtained; according to the commuting ratio of each station, the target station to be optimized is determined. The passenger characteristic parameters and station characteristic parameters of the target station are obtained, wherein the passenger characteristic parameters are characteristic parameters affected by the passenger's entry behavior, and the station characteristic parameters are characteristic parameters of the station space and facilities. According to the passenger characteristic parameters and the station characteristic parameters, the target layout strategy of the target station based on dual channels is calculated, wherein one side of the dual channels is for commuting passengers, and the other side is for ordinary passengers, and the commuting passengers are passengers who meet the preset commuting conditions during the morning peak period. According to the commuting ratio, the target station with large passenger flow and possible congestion during the morning peak period is determined, and the layout of the target station is optimized from the perspective of commuting travel. In addition, the needs and characteristics of commuting passengers are fully considered in combination with the passenger entry behavior and the station space and facilities, and the target layout strategy of the target station based on dual channels is determined to ensure that passengers can enter the station smoothly during the peak period without causing serious congestion. Therefore, the efficiency of commuting travel is improved.

[0047] In order to make the purpose, technical solution and advantages of the present disclosure more obvious, the exemplary embodiments according to the present disclosure will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure, and it should be understood that the present disclosure is not limited to the exemplary embodiments described here.

[0048] Figure 1 The present invention provides a flow chart of a station layout method based on commuting travel. Figure 1 As shown, the method includes:

[0049] S101: Obtain the commuting ratio of each station.

[0050] Specifically, the commuter ratio is the ratio of the number of commuter passengers entering the station to the total number of passengers entering the station during the morning peak period (7:00-9:00) at each station. This indicator quantifies the proportion of commuter passengers at different stations. Among them, the identification of commuter passengers is completed by merging the data of multiple days of historical morning peak periods, extracting passenger IDs, extracting passenger travel station data, and counting passenger flow at each station to complete the classification of commuter passengers and ordinary passengers. After determining the number of commuter passengers entering each station and the total number of passengers entering the station, the commuter ratio of each station can be calculated.

[0051] S102: Determine the target station for layout optimization according to the commuting ratio of each station.

[0052] Specifically, when the commuting ratio of a station is high, it means that the station is an important commuting station during the morning peak period. The current station layout may not be able to cope with the large passenger flow during the morning peak period, resulting in congestion. Therefore, the station can be used as a target station for layout optimization.

[0053] Among them, the station layout may include the number of various facilities in the non-paid area of ​​the station, the placement of various facilities, and the length and width of the pedestrian passage.

[0054] S103: Obtain passenger characteristic parameters and station characteristic parameters of the target station.

[0055] In this embodiment, the layout of the non-paid area of ​​the station, that is, the area from the security queue area to the entry gate in the station, fully considers the influence of passenger behavior and the station space-level hardware facilities, and analyzes the differences in entry behavior of different types of passengers.

[0056] Among them, the passenger characteristic parameters are characteristic parameters affected by the passenger's station entry behavior. In this embodiment, the passenger characteristic parameters include the passenger's station entry time, passenger's station entry speed, and passenger arrival rate. The station characteristic parameters are characteristic parameters of the station space and facilities. In this embodiment, the station characteristic parameters include station space parameters, station facility costs, etc.

[0057] Specifically, the passenger's entry behavior, such as ticket checking method, whether to carry luggage, and whether to use mobile phones while walking, will affect the passenger characteristic parameters. The different entry behaviors of each passenger entering the target station during the historical morning peak period can be used to analyze the passing time and walking speed at various facilities; the passenger arrival rate can also be analyzed based on the number of people arriving at the target station per hour during the historical morning peak period.

[0058] Among them, behaviors at entering the station include, for example, the passenger's ticket checking method is QR code, NFC or physical card; the need to place luggage for security check or not need to go through the luggage security check machine; using a mobile phone while walking in the aisle or not using a mobile phone, etc.

[0059] S104: Calculate a target layout strategy of the target station based on dual channels according to the passenger characteristic parameters and the station characteristic parameters.

[0060] Specifically, dual channels refer to dividing the non-paid area of ​​the target station into two channels, one side of the dual channels is for commuting passengers, and the other side is for ordinary passengers. As mentioned above, the passenger characteristic parameters are characteristic parameters affected by the passenger's entry behavior. In this embodiment, the passages for commuting passengers and ordinary passengers are different, and the layout of the two channels will also be different due to the characteristic parameters affected by the entry behavior of different types of passengers. Combined with the station space parameters and station facility costs, the target layout strategy of the target station based on dual channels is calculated. Among them, commuting passengers are passengers who meet the preset commuting conditions during the morning rush hour.

[0061] In the present disclosure, the commuting ratio of each station is obtained; according to the commuting ratio of each station, the target station to be optimized is determined. The passenger characteristic parameters and station characteristic parameters of the target station are obtained, wherein the passenger characteristic parameters are characteristic parameters affected by the passenger's entry behavior, and the station characteristic parameters are characteristic parameters of the station space and facilities. According to the passenger characteristic parameters and the station characteristic parameters, the target layout strategy of the target station based on dual channels is calculated, wherein one side of the dual channels is for commuting passengers, and the other side is for ordinary passengers, and the commuting passengers are passengers who meet the preset commuting conditions during the morning peak period. According to the commuting ratio, the target station with large passenger flow and possible congestion during the morning peak period is determined, and the layout of the target station is optimized from the perspective of commuting travel. In addition, the needs and characteristics of commuting passengers are fully considered in combination with the passenger entry behavior and the station space and facilities, and the target layout strategy of the target station based on dual channels is determined to ensure that passengers can enter the station smoothly during the peak period without causing serious congestion. Therefore, the efficiency of commuting travel is improved.

[0062] In a possible implementation, an exemplary method for obtaining the commuting ratio of each station includes:

[0063] Get the passenger arrival data of multiple stations during the historical morning rush hour and the total number of arrivals at each station.

[0064] Specifically, during the historical morning peak period, i.e., the period from 7:00 to 9:00 on multiple working days in history, the passenger entry data during this period is obtained, and the total number of passengers entering the station during the historical morning peak period is statistically obtained. The passenger entry data includes passenger ID, passenger ticket checking method, passenger entry time, passenger exit time, passenger travel starting station label, passenger travel end station label, etc.

[0065] Afterwards, the passenger entry data is analyzed based on the spatiotemporal similarity measurement, and the incoming passengers are classified to obtain the types of incoming passengers.

[0066] Specifically, the passenger entry data is analyzed based on the spatiotemporal similarity metric to identify the passengers' single-day travel behavior, and the number of repetitions within a preset period is determined to determine the commuting behavior of commuting passengers.

[0067] As mentioned above, commuting passengers are passengers who meet the preset commuting conditions during the morning rush hour. In this embodiment, considering that the commuting time of commuting passengers is relatively tight in the morning, they generally only travel for commuting and will not arrange other trips. Therefore, the travel during the morning commuting time is used as a necessary condition for screening commuting passengers. The evening commuting time of commuting passengers is relatively free, and other types of activities can be arranged after get off work. Some commuting passengers may choose to eat or shop near their workplace or choose other means of transportation to return to the station where they live.

[0068] Therefore, the preset commuting conditions include: going from the station at the place of residence to the station at the place of work during the morning commuting time, and going from the station at the place of work to the station at the place of residence during the evening commuting time; allowing commuting passengers to start their journey at the station at the place of work or a station adjacent to the place of work, and not restricting commuting passengers from exiting the subway station during the evening commuting time; commuting refers to the travel behavior between the place of work and the place of residence, and in order to distinguish it from fixed trips such as shopping and picking up children, passengers returning to the station at the place of residence during non-commuting hours are excluded. According to the above commuting conditions, the passengers entering the station are classified to obtain the types of passengers entering the station, among which the types of passengers entering the station include commuting passengers and ordinary passengers.

[0069] For example, in this embodiment, when a single-day travel behavior is repeated 6 times or more in 10 working days within two weeks, the traveler is identified as a commuter passenger.

[0070] After that, the number of commuter passengers entering the station is determined based on the type of passengers entering the station. Based on the total number of passengers entering the station and the number of commuter passengers entering the station, the commuter ratio of each station is calculated.

[0071] Specifically, after determining the types of passengers entering the station during the morning peak period, the number of commuting passengers entering the station can be statistically calculated, and the ratio of the number of commuting passengers entering the station to the total number of passengers entering the station is taken as the commuting ratio.

[0072] In a possible implementation, an exemplary method for determining a target station to be optimized for layout according to the commuting ratio of each station includes:

[0073] The commuting importance of each station is calculated based on the commuting ratio of each station and the total number of passengers entering the station. Stations with commuting importance greater than a preset threshold are selected as target stations.

[0074] Specifically, the average commuting ratio of each station during the morning rush hour on multiple working days and the average total number of passengers entering the station are normalized to calculate the commuting importance of each station. When the commuting importance is greater than the preset threshold, it means that the commuting demand during the morning rush hour at the station is large and the number of passengers is large, and layout optimization is required. Among them, the average total number of passengers entering the station is the total number of passengers entering the station per hour during the morning rush hour.

[0075] The commuting importance of each station can be calculated according to the following formula:

[0076]

[0077]

[0078]

[0079] in, For the Stations, ; For the station Importance of commuting; For the station The normalized result of the mean inbound traffic; For the station The normalized result of the mean commuting ratio; is the average total number of station entries; is the mean commuting ratio of the station; is a normalized indicator.

[0080] For example, the "commuting importance" index of 366 subway stations in the entire road network of City B was calculated. The result shows that the station with the lowest commuting importance is D, with an importance of 0.015. Its total number of passengers entering the station during the morning peak period is only 948, and the commuting ratio is only 9.97%; the station with the highest importance is T, with a commuting importance of 0.967, an average total number of passengers entering the station of 31,797, and a commuting ratio of 68.71%; followed by S, with a commuting importance of 0.959, an average number of passengers entering the station of 30,008, and a commuting ratio of 71.24%. T and S stations are located in the core of large residential areas, with large commuting demand and a large number of passengers during the morning peak period. Therefore, T and S stations can be used as target stations.

[0081] In a possible embodiment, an exemplary method for obtaining passenger characteristic parameters of a target station includes:

[0082] Before describing how to obtain passenger characteristic parameters, the following is a brief introduction to the station entry process.

[0083] After entering the non-paid area of ​​the target station, passengers first go through the security check channel for security check, and then go through the walking channel to reach the station gate. Passengers can enter the paid area through a variety of entry methods.

[0084] Among them, the security inspection area of ​​the non-paid area is mainly composed of "real-name channel" and "real-name security inspection" facilities. After entering the non-paid area of ​​the target station, commuter passengers are separated from other ordinary passengers, enter the "real-name channel", and arrive in front of the "real-name authentication gate". After successful facial recognition, passengers without bags or carrying small bags that meet the rules continue to enter the station. Passengers carrying luggage that does not meet the rules place their packages on the luggage security inspection machine. After the luggage is checked, they can take the packages and continue to enter the station. This process distinguishes commuter passengers from ordinary passengers after entering the station, simplifies the security inspection process, reduces the queuing process before security inspection, and improves the efficiency of commuting entry.

[0085] It is understandable that the use of facial recognition technology and data collection and processing of related databases mentioned in this disclosure should be strictly in accordance with the requirements of relevant national laws and regulations when applied in instances. The subjects who obtain personal information should maintain informed consent or separate consent, and carry out subsequent data use and processing within the scope of authorization of laws and regulations and the subjects of personal information.

[0086] The "real-name security inspection" equipment mainly consists of two parts, namely the real-name authentication gate and the baggage security inspection machine. The real-name authentication gate consists of a column, a gate and a face recognition device. The face recognition device is set on the left column. The main body is a display screen, and a face recognition camera is set on the top. The display screen can display the face information captured by the camera and show the recognition results and the traffic status. When the face recognized by the camera is successfully matched with the commuter passenger database, the words "Please pass" and "Commuter passenger verification successful" are displayed on the screen. At the same time, the light strips on the upper ends of the columns on both sides light up green, and the gates on both sides open after the image, and passengers can pass through the gate smoothly. When passengers carry small items less than 30cm×15cm×20cm in size, there is no need to check the baggage again. Passengers can enter the station directly after passing the real-name authentication gate. When passengers carry large items that exceed the specified size of 30cm×15cm×20cm, they need to place the luggage on the baggage inspection machines on both sides of the channel after passing the real-name authentication gate. After completing the baggage inspection, they can enter the station. When ordinary passengers mistakenly enter the real-name channel, the face recognized by the camera fails to match the database, and the words "No entry" and "Commuter passenger verification failed" are displayed on the screen. At the same time, the light strips on the top of the columns on both sides light up red, the gate will not open, and passengers can enter the ordinary security check channel through the side channel for security check and enter the station.

[0087] The time it takes for the facial recognition device on the real-name authentication gate to capture a face, match it with the database for verification, and display the facial recognition result and communication status is about 1 second, and the gate machine takes about 1 second to open and close once. That is, the shortest time to complete a passenger's facial recognition, gate machine opening, passenger passage, and gate machine closing is 2 seconds.

[0088] The real-name authentication gate has two operating states. When the passenger flow is small, the gate door remains closed. After the previous passenger completes the facial recognition, gate opening, passenger passage, gate closing process, the next passenger can perform the above process. The shortest interval for passengers to pass is 2S. When the passenger flow is large, the gate will remain open. After the previous passenger completes facial recognition, he can enter directly without waiting for the gate to open. At this time, the next passenger can perform the facial recognition process. The shortest interval for passengers to pass is about 1.5S. In order to prevent ordinary passengers from entering the gate by mistake when the gate is normally open, a security inspector can be equipped. When the indicator light above the column shows red, he will immediately stop and guide ordinary passengers to leave the real-name channel and enter the station after security inspection at the ordinary security inspection channel.

[0089] Next, we further analyze the station entry behavior of commuter passengers and ordinary passengers to obtain the passenger characteristic parameters of the target station.

[0090] The analysis of factors affecting the security check time of commuter passengers at ordinary security checkpoints shows that gender has no significant effect on the security check time, but whether or not a passenger carries a bag has a significant effect on the security check time. This is because passengers without bags only need to pass through the security check gate and undergo manual inspection by staff, while passengers with bags need to place their bags, pass through the security check gate, undergo manual inspection by staff, and pick up their bags, as the transmission speed of some baggage inspection machines is lower than the speed of the above steps. Therefore, passengers with bags may have to wait before picking up their bags.

[0091] The analysis of factors affecting the security check time of commuter passengers at the "real-name security check" facilities shows that gender has no significant effect on the security check time, but whether or not to bring a bag has a significant impact on the security check time. This is because passengers without bags only need to pass through the real-name authentication gate; while passengers with bags need to place their bags on the baggage security check machine for baggage security check after passing the real-name authentication gate, and can continue to enter the station after the baggage security check is completed and the baggage is picked up.

[0092] The analysis results of factors affecting the ticket checking time of commuting passengers at ordinary ticket checking facilities show that gender and whether or not to bring a bag have no significant effect on the ticket checking time, but the ticket checking method has a significant effect on the ticket checking time. This is because passengers using physical cards only need to bring the card close to the recognition area to complete the recognition and the gate machine opens. Commuter passengers usually do not use one-way tickets, and the process of using physical cards is relatively proficient; passengers using NFC only need to bring the card close to the recognition area to complete the recognition and the gate machine opens, but the NFC opening process is affected by the performance of the mobile phone, and there is a probability of failure to open first. There is also a certain probability of failure during the machine recognition process. Passengers using QR codes also need to use mobile phones to open the QR code. The process is more complicated than NFC and is also affected by the performance of the mobile phone. The QR code needs to be aligned with the recognition window for recognition and ticket checking, which will increase the travel time. At the same time, there are also time differences when automatic ticket gates recognize different ticket checking methods.

[0093] The analysis results of factors affecting the walking speed of commuters in the passageway show that gender and whether or not to carry a bag have no significant effect on the walking speed in the passageway, but whether or not to use a mobile phone has a significant effect on the walking speed in the passageway. The passageway length of subway stations is generally short, and the physical fitness difference caused by gender does not have a significant effect on the average walking speed of commuters; commuters only carry small bags or backpacks, so it does not have a significant effect on the average walking speed of commuters. When passengers walk in the passageway while using their mobile phones, their attention will be attracted by the mobile phone, their walking speed will decrease, and lateral movement and overtaking behaviors will be significantly reduced. When passengers walk in the passageway without using their mobile phones, their attention is focused on walking, their walking speed will increase, and lateral movement and overtaking behaviors will increase. Therefore, whether or not to play with mobile phones has a significant effect on the passageway speed.

[0094] The analysis of factors affecting the time it takes for commuters to pass through the normally open gate channel shows that gender, whether or not they carry a bag, and whether or not they use a mobile phone have no significant effect on the time it takes to pass through. When the ticket gate is normally open, it can be considered a relatively narrow channel, and passengers will pass through at a lower speed than their daily walking speed. The travel time is mainly affected by the length of the channel and the passenger's walking speed, but because the channel length of the ticket gate is fixed and only 1.5m, there is no significant difference in the travel efficiency of different types of passengers.

[0095] The analysis results of factors affecting the security check time of ordinary passengers at security check facilities show that gender and age have no significant effect on the security check time, but whether or not to carry a bag has a significant effect on the security check time. This is because passengers without bags only need to pass through the security check gate and accept manual inspection by staff; while passengers with bags need to place their luggage, pass through the security check gate, accept manual inspection by staff, and pick up their luggage. Because the transmission speed of some luggage security inspection machines is lower than the speed of the above steps, passengers with bags may have to wait before picking up their luggage; among passengers with bags, passengers with large bags or suitcases will take longer to place and pick up their luggage than passengers with small bags or backpacks.

[0096] The analysis results of factors affecting the ticket checking time of ordinary passengers at the ticket checking facilities show that gender and luggage have no significant effect on the ticket checking time, while the ticket checking method has a significant effect on the ticket checking time. This is because passengers using physical cards only need to bring the card close to the recognition area to complete the recognition and the gate machine opens. Among the passengers using physical cards, there are two types: using stored-value cards and using one-way tickets. Passengers using stored-value cards are generally more proficient, while passengers using one-way tickets are relatively unfamiliar. However, because the card swiping process for entering the station is simpler than that for leaving the station, the time difference is not obvious compared with stored-value cards; Passengers using NFC only need to bring the card close to the recognition area to complete the recognition and the gate machine opens, but the NFC opening process is affected by the performance of the mobile phone, and there is a probability of failure to open it first. There is also a certain probability of failure during the machine recognition process. Passengers using QR codes also need to use mobile phones to open the QR code. The process is more complicated than NFC and is also affected by the performance of the mobile phone. In addition, the QR code needs to be aligned with the recognition window for identification and ticket checking, which will increase the travel time. Regardless of the method, compared with commuting passengers, the proficiency of ordinary passengers in the ticket checking process has decreased, and the average time has increased relatively. At the same time, there are also time differences when automatic ticket gates identify different ticket checking methods.

[0097] The analysis results of factors affecting the walking speed of ordinary passengers in the passage show that gender has no significant effect on the walking speed in the passage, but whether or not a mobile phone is used or whether or not a bag is carried has a significant effect on the walking speed in the passage. The passage length of subway stations is generally short, and the physical fitness difference caused by gender does not have a significant effect on the average walking speed of ordinary passengers; some ordinary passengers carry large bags or suitcases, and their average walking speed will decrease significantly. When passengers walk in the passage while using their mobile phones, their attention will be attracted by the mobile phones and their walking speed will decrease. When passengers walk in the passage without using their mobile phones, their attention is focused on walking and their walking speed will increase. Therefore, whether or not to play with mobile phones has a significant effect on the walking speed in the passage.

[0098] Compared with ordinary passengers, commuter passengers with the same entry behavior have shorter security check and ticket checking times, mainly because commuter passengers are more proficient in using facilities; compared with ordinary passengers with the same attributes, commuter passengers' walking speed has increased significantly, especially commuter passengers without bags / with small bags and who do not use mobile phones, whose speed has increased by 20%.

[0099] Based on the passenger entry data of the target station during the morning rush hour for many days, the statistical calculation of the characteristics of commuter passengers at the two security check facilities was compared. As shown in Table 1, the real-name security check significantly shortened the security check time for passengers without bags or with small bags, and the security check time for passengers with large bags was also slightly reduced.

[0100] Table 1 Comparison of the characteristics of commuter passengers at two security check facilities

[0101]

[0102] Based on the passenger entry data of the target station during the morning rush hour for many days, the characteristic differences of commuter passengers at the two ticket inspection facilities were statistically calculated. As shown in Table 2, the constant opening gate channel significantly reduces the time for commuter passengers to pass through the security inspection facilities.

[0103] Table 2 Comparison of the characteristics of commuter passengers at two ticket inspection facilities

[0104]

[0105] In summary, there are obvious differences between commuter passengers and ordinary passengers in terms of passing time, walking speed and other characteristics at various facilities during the station entry process. Real-name security checks and normally open gate channels can significantly shorten the time it takes commuter passengers to pass through security and ticket checking facilities. Figure 2 Arrange the entry flow chart for dual-channel stations, such as Figure 2 As shown, after the passengers enter the entrance of the target station, they can choose to enter the general passenger channel or the commuter passenger channel. Commuter passengers go through the real-name authentication gate, passengers with luggage go through the luggage security check machine, and commuter passengers who do not need luggage security check can directly reach the normally open gate channel through the commuter channel and enter the paid area. After ordinary passengers go through ordinary security checks, they go through the ordinary channel to the automatic ticket gate and enter the paid area. A movable fence can be set between the commuter passenger channel and the general passenger channel, and the movable fence runs from the security check channel to the front of the ticket gate. The movable fence can be a soft isolation that can be changed or moved in a short time to achieve dynamic adjustment. The soft isolation such as the fence can be removed during the low-peak commuting period, and the automatic ticket gate is opened to transform into the existing conventional layout.

[0106] In a possible implementation, an exemplary method for calculating a target layout strategy of a target station based on dual channels according to passenger characteristic parameters and station characteristic parameters includes:

[0107] According to the preset station layout constraints, the value range of the layout strategy of the target station is calculated.

[0108] Among them, the preset station layout constraints include non-paid area constraints and paid area constraints; non-paid area constraints include station space constraints, capacity matching constraints and service level constraints; paid area constraints include connecting facility capacity constraints, platform capacity constraints and train transportation capacity constraints.

[0109] Specifically, for the space constraints of the station, the station has limited space and fixed building form, and the layout and number of facilities are restricted by space conditions. This embodiment predetermines the approximate layout locations of security inspection facilities and ticket inspection facilities. At this time, the maximum number of facilities to be laid out can be determined based on the size of the space and the size of the facilities.

[0110] For the capacity matching constraint, both the commuter channel and the ordinary channel are composed of three parts of facilities, namely, the real-name authentication gate or security inspection machine, the channel, and the normally open gate channel or ticket gate. In order to ensure the stability of passenger flow in the channel, avoid serious congestion and ensure safety, it is necessary to ensure that the capacity of the three parts of the facilities matches.

[0111] In the commuting channel, the capacity of the normally open gate channel should be greater than or equal to the capacity of the channel, and the capacity of the channel should be greater than or equal to the capacity of the real-name authentication gate. In the ordinary channel, the capacity of the ticket gate should be greater than or equal to the capacity of the channel, and the capacity of the channel should be greater than or equal to the capacity of the security check.

[0112] The capacity of real-name authentication gates, normally open gate channels, security inspection machines and ticket gates can be calculated according to the following formula:

[0113]

[0114]

[0115]

[0116]

[0117] in, The traffic capacity of all real-name authentication gates in the commuter channel; The capacity of all normally open gates in the commuter channel; The traffic capacity of all security facilities in the general channel; The capacity of all ticket gates in the general channel; The number of gates for real-name authentication for commuter channels; For commuter corridor The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); For commuter corridor The real-name authentication time for such passengers; The number of gates that are always open for commuter traffic; For commuter corridor The time it takes for a passenger of this type to pass through the normally open gate channel; The number of general channels without baggage inspection channels; For ordinary channels The security check time for passengers of this category; The number of general channels including security inspection channels; For ordinary channels The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); For ordinary channels Check-in time for passengers of this category; The number of ticket gates for ordinary channels.

[0118] The capacity of a channel is mainly affected by its width and can be calculated according to the following formula:

[0119]

[0120] in, Indicates the width of the channel; Indicates the channel capacity taking into account width.

[0121] Therefore, the dual-channel capacity must meet the following requirements:

[0122]

[0123]

[0124] When the “≥” on the right side of the inequality is “=”, the minimum width of the commuting channel and the ordinary channel can be calculated. and .

[0125] The width of the commuter channel and the ordinary channel is allocated according to the total number of passengers entering the station. The calculation formula is as follows:

[0126]

[0127] in, is the peak hour average arrival rate (entry) of the commuter corridor; is the peak hour average arrival rate (entry) of the common channel; It is the width ratio of the commuter channel to the ordinary channel.

[0128] As for the service level constraint, the service level determines the comfort of passengers in the station. The service level in the station is determined by the per capita area of ​​passengers. The lower the service level, the more passengers there are per unit area, and the worse the passenger comfort. During peak hours, compared with off-peak hours, passengers can accept higher congestion, that is, lower service levels, but too low service levels may cause stampede accidents in emergencies. In this embodiment, in order to achieve the goal of safe and efficient operation, the service level in the channel should not be lower than level D, that is, the per capita area should be greater than 0.3m 2 .

[0129] As for the capacity of connecting facilities, the connecting facilities mainly include up and down stairs and escalators. Under the impact of large passenger flow during peak hours, a large number of passengers are easily congested at both ends of the escalator connecting the platform and the station hall, causing safety hazards. Therefore, the combined maximum entry volume of the two channels should be less than the capacity of the escalator to ensure that passengers can enter the platform smoothly without causing obvious congestion.

[0130] Escalators are mainly divided into three categories: upward escalators, downward escalators and stairs, which can be calculated according to the following formula:

[0131]

[0132] in, No. Escalator-like capacity; No. Width of escalator-like stairs; No. The maximum capacity per unit width of escalators.

[0133] Stairs are divided into one-way upward stairs, one-way downward stairs and two-way mixed stairs according to the different running directions. The capacity of escalators is relatively fixed, while the flow rate of stairs will decrease slightly under crowded conditions.

[0134] For the platform capacity, passengers enter the paid area through dual channels, use connecting facilities to enter the platform, and wait for the train to arrive at the platform. During the period from the last train leaving to the next train arriving, the number of passengers on the platform is constantly accumulating. When the number of passengers on the platform exceeds the platform capacity, serious congestion will occur, resulting in stampedes, which will have a serious impact on the safety of the station. Therefore, it is necessary to constrain the maximum number of passengers entering the station through dual channels during the train interval according to the platform capacity.

[0135] The platform capacity is calculated according to the following formula:

[0136]

[0137] in, For the platform capacity, is the effective area of ​​the platform, is the passenger flow density of the platform.

[0138] In this embodiment, the platform passenger flow density The value is 0.33-0.75m 2 / person, taking into account the safety and comfort of passengers and the utilization rate of the platform, usually 0.5m 2 / people.

[0139] For the train transport capacity analysis, the passengers accumulated on the platform during the interval from the departure of the previous train to the arrival of the next train should be guaranteed to be able to fully enter the next train. If the boarding is not completed, it will cause the passengers to continue to pile up on the platform, affecting the platform safety. Therefore, it is necessary to constrain the maximum number of passengers entering the station in the double channel during the train interval according to the train transport capacity. The size of the train transport capacity at the station is related to the train load rate (or cross-sectional passenger flow) and the number of passengers getting off the station. When the train load rate is higher before the stop and the passenger flow after the arrival is less, the transport capacity of the train at the station is smaller, and vice versa.

[0140] The train transport capacity is calculated according to the following formula:

[0141]

[0142] in, Train transport capacity; The number of people the train carries when fully loaded; Section flow before the train enters the station; The number of passengers who got off at this stop.

[0143] Afterwards, the total passenger entry time set and the total facility cost set are calculated based on the value range of the layout strategy, passenger characteristic parameters and station characteristic parameters.

[0144] Specifically, the total passenger entry time includes the total entry time of commuter passengers and the total entry time of ordinary passengers, and the total entry time includes the total security check time, the total aisle walking time, the total ticket checking time and the total baggage security check time, etc. Therefore, the total entry time of commuter passengers can be calculated by the following formula.

[0145] The total time for real-name authentication of all commuting passengers at the target station is calculated using the following formula:

[0146]

[0147] in, Total time for real-name authentication of commuter passengers; commuter passengers; Total number of commuter passengers; Commuters Real-name authentication time; The number of gates for real-name authentication for commuter channels; For commuter corridor The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); For commuter corridor The real-name authentication time for such passengers; is the peak hour mean arrival rate (entry) of the commuter corridor.

[0148] The total walking time of all commuter passengers in the target station is calculated according to the following formula:

[0149]

[0150] in, Total walking time for commuter passages; commuter passengers; Total number of commuter passengers; For commuter corridor The length of the segment, , according to the width of the channel, the commuting channel is divided into R sections; is the average corridor walking speed of commuting passengers; For commuter corridor The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); For commuter corridor The walking speed of the passengers.

[0151] The total time it takes for all commuter passengers to pass through the gates at the target station is calculated using the following formula:

[0152]

[0153] in, The total time for commuter passengers to pass through the gate channel that is often open; commuter passengers; Total number of commuter passengers; Commuters The time it takes to pass through the normally open gate channel; For commuter corridor The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); For commuter corridor The time it takes for this type of passenger to pass through the normally open gate channel.

[0154] For passengers with bags, their entry time should also include the baggage security check time. The proportion of commuting passengers with bags is relatively low, and there will be no queues in front of the baggage security check machine, so the baggage security check time is relatively fixed. Therefore, the total baggage security check time for commuting passengers is equal to the sum of the baggage security check time of each commuting passenger. Among them, the baggage security check time for passengers without bags is The value is zero.

[0155] The total baggage security check time for all commuter passengers at the target station is calculated using the following formula:

[0156]

[0157] in, The total time for baggage security screening for commuter passengers; For commuters Baggage security check time commuter passengers; Total number of commuter passengers; For commuter corridor The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); For commuter corridor Baggage security check time for these passengers.

[0158] In summary, the total time it takes for commuter passengers to enter the station is:

[0159]

[0160] in, Total time of commuter passengers entering the station; Total time for real-name authentication of commuter passengers; Total walking time of commuter passages; The total time that commuter passengers spend passing through the normally open gate channel; Total baggage screening time for commuter passengers.

[0161] Ordinary passengers are divided into passengers with bags and passengers without bags according to whether they carry luggage. Passengers without bags only need to pass through the security gate and undergo a hand inspection; passengers with bags need to go through the process of placing their luggage, passing through the security gate and undergoing a hand inspection, and picking up their luggage, which takes a relatively long time. Therefore, during peak hours, subway stations will set up channels for passengers with bags and channels for passengers without bags to improve security inspection efficiency. The channel without bags will be equipped with a security gate and a security inspector, while the channel with bags will be equipped with a security gate, a baggage security inspection machine, and three staff members. Therefore, the total security inspection time is the sum of the security inspection time of ordinary passengers with bags and ordinary passengers without bags.

[0162] The total security check time for all ordinary passengers at the target station is calculated according to the following formula:

[0163]

[0164] in, The total security screening time for ordinary passengers; For ordinary passengers; is the total number of ordinary passengers; For ordinary passengers Security check time; For ordinary channels The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); The number of general channels without baggage inspection channels; For ordinary channels The security check time for passengers of this category; is the peak hour average arrival rate (entry) of the common channel; The number of ordinary channels includes security inspection channels.

[0165] The total walking time of all ordinary passenger passages in the target station is calculated according to the following formula:

[0166]

[0167] in, Total walking time for ordinary passengers in the passage; For ordinary passengers; is the total number of ordinary passengers; is the average passage walking speed of ordinary passengers; For ordinary channels The length of the segment, , according to the different channel widths, the ordinary channel is divided into S segments; For ordinary channels The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); For ordinary channels The walking speed of the passengers.

[0168] The total ticket checking time for all ordinary passengers at the target station is calculated according to the following formula:

[0169]

[0170] in, Total time for checking tickets for ordinary passengers; For ordinary passengers; is the total number of ordinary passengers; For ordinary passengers Ticket checking time; The number of ticket gates for ordinary channels; For ordinary channels The proportion of passengers of this category, (in, For passengers without bags, for passengers with bags); For ordinary channels Check-in time for passengers of this category; It is the arrival rate of the ticket checking system in the ordinary passenger channel, which is determined according to the departure rate of the security inspection system in the ordinary passenger channel.

[0171] In summary, the total entry time for ordinary passengers is:

[0172]

[0173] in, Total time for ordinary passengers to enter the station; Total time for security screening of ordinary passengers; Total walking time for ordinary passengers in the passage; Total ticket checking time for ordinary passengers.

[0174] In the process of optimizing the layout of dual-channel stations, in order to reduce the waste of resources, the number of various facilities also needs to be considered. Facility costs mainly include the fixed costs of facility equipment and the operating costs of equipment during operation, among which the operating costs are composed of labor costs and energy costs.

[0175] According to the average service life of the equipment, the service life of baggage security inspection machines and ticket gates is determined to be 10 years, and the service life of real-name authentication gates and security inspection doors is 5 years. Based on 365 days a year and 24 hours a day, the fixed cost per hour of all facilities and equipment is as follows:

[0176]

[0177] in, is the fixed cost of the facility per hour; The number of gates for real-name authentication for commuter channels; The number of general channels without baggage inspection channels; The number of baggage screening machines in the commuter channel; The number of general channels including security inspection channels; The number of gates that are always open for commuter traffic; The number of ticket gates for ordinary channels; The purchase price of a real-name authentication gate machine; is the purchase price of a security door; The purchase price of a baggage security inspection machine; The purchase price of a ticket gate.

[0178] According to the actual operation of the station, one security gate needs to be equipped with one security inspector, two real-name gate machines need to be equipped with one security inspector, and one baggage security inspection machine needs to be equipped with two security inspectors (one is responsible for watching the monitor screen, and the other is responsible for re-inspection). The ticket gate is not staffed, and the personnel cost is mainly the salary expenditure of the staff.

[0179] Calculate the hourly operating labor cost according to the following formula:

[0180]

[0181] in, is the hourly operating labor cost; The number of baggage screening machines in the commuter channel; The number of general channels including security inspection channels; The number of gates for real-name authentication for commuter channels; The number of general channels without baggage inspection channels; is the average hourly wage of a security inspector.

[0182] In addition, the energy consumed by the equipment mainly refers to the electrical energy consumed by the equipment. The gate channels in commuter channels that are frequently opened do not consume electrical energy.

[0183] Calculate the total energy cost for all equipment using the following formula:

[0184]

[0185] in, is the energy cost per hour; The number of gates for real-name authentication for commuter channels; The number of general channels without baggage inspection channels; The number of baggage screening machines in the commuter channel; The number of general channels including security inspection channels; The number of ticket gates for ordinary channels; The power of a real-name authentication gate; is the power of a security door; is the power of a baggage security inspection machine; is the power of a ticket gate.

[0186] In summary, the total hourly facility cost of the target station is:

[0187]

[0188] in, Total facility cost per hour; is the fixed cost of the facility per hour; is the hourly operating labor cost; is the energy cost per hour.

[0189] Parameters such as real-name authentication gates, baggage security screening machines, gate channels, independent security gates, baggage security screening machines, security gates and ticket gates are range values, so the calculated total passenger entry time and total facility cost are in set form.

[0190] It is understandable that when calculating the total passenger arrival time set and the total facility cost set using the passenger characteristic parameters and the station characteristic parameters, the value range of the layout strategy needs to be met.

[0191] Afterwards, the target layout strategy based on dual channels is calculated based on the total passenger arrival time set and the total facility cost set.

[0192] Example methods include:

[0193] Based on the set of total passenger arrival time and total facility cost, multiple groups of layout strategies are obtained; the total passenger arrival time and total facility cost corresponding to each group of layout strategies are optimized and calculated to obtain an optimization parameter set; the layout strategy corresponding to the minimum optimization parameter in the optimization parameter set is used as the target layout strategy based on dual channels.

[0194] Specifically, the total passenger arrival time set and the total facility cost set each include multiple data results, which can be arranged and combined to obtain multiple sets of layout strategies. The goal is to minimize the total arrival time of commuting passengers, the total arrival time of ordinary passengers, and the total facility cost, and obtain the optimal dual-channel target layout strategy:

[0195]

[0196]

[0197] in, To optimize the parameters; The total passenger arrival time is the total arrival time of commuter passengers and the total arrival time of ordinary passengers; is the total cost of the facility; is the total time for commuter passengers to enter the station; is the total time for ordinary passengers to enter the station; is the weight of the total passenger arrival time; is the weight of the total cost of the facility; is the weight of the total station entry time of commuter passengers; is the weight of the total station entry time of ordinary passengers.

[0198] Furthermore, the ratio of the total entry volume of commuter passengers to the total entry volume of ordinary passengers in the total entry volume can be used as the weight of the total entry time of the two types of passengers.

[0199] In a possible implementation manner, before using the layout strategy corresponding to the minimum optimization parameter as the target layout strategy based on the dual channels, the method further includes:

[0200] Based on the preset station layout constraints, the layout strategy corresponding to the minimum optimization parameter is verified to obtain a verification result; if the verification result does not meet the preset station layout constraints, the layout strategy corresponding to the optimization parameter is verified in sequence from small to large according to the size of the optimization parameter in the optimization parameter set until the verification result meets the preset station layout constraints.

[0201] Specifically, the above-mentioned preset station layout constraints are used to verify the layout strategy corresponding to the minimum optimization parameters. If the verification result exceeds the preset station layout constraints, the layout strategy corresponding to the suboptimal optimization parameters is selected from the optimization parameter set to continue verification until the verification result meets the preset station layout constraints. The corresponding layout strategy is then selected as the target layout strategy.

[0202] Figure 3 A schematic diagram of a station layout device based on commuting provided by the present disclosure, such as Figure 3The device 300 includes: a first acquisition module 310 , a determination module 320 , a second acquisition module 330 and a calculation module 340 .

[0203] A first acquisition module 310 is used to acquire the commuting ratio of each station;

[0204] A determination module 320, for determining a target station to be optimized for layout according to the commuting ratio of each of the stations;

[0205] A second acquisition module 330 is used to acquire passenger characteristic parameters and station characteristic parameters of the target station, wherein the passenger characteristic parameters are characteristic parameters affected by the passenger's station entry behavior, and the station characteristic parameters are characteristic parameters of the station space and facilities;

[0206] The calculation module 340 is used to calculate the target layout strategy of the target station based on the dual-channel according to the passenger characteristic parameters and the station characteristic parameters, wherein one side of the dual-channel is for commuting passengers and the other side is for ordinary passengers, and the commuting passengers are passengers who meet the preset commuting conditions during the morning rush hour.

[0207] Optionally, the first acquisition module is used to:

[0208] Obtaining passenger entry data of multiple stations during historical morning peak hours and the total number of passengers entering each station;

[0209] Analyzing the passenger entry data based on spatiotemporal similarity metrics, and classifying the passengers entering the station to obtain the types of passengers entering the station, wherein the types of passengers entering the station include commuter passengers and ordinary passengers;

[0210] determining the entry volume of the commuter passengers based on the entry passenger types;

[0211] The commuting ratio of each station is calculated based on the total station entry volume and the station entry volume of the commuting passengers at each station.

[0212] Optionally, the determining module is used to:

[0213] Calculating the commuting importance of each station according to the commuting ratio of each station and the total station entry volume of each station;

[0214] The station whose commuting importance is greater than a preset threshold is taken as the target station.

[0215] Optionally, the calculation module is used to:

[0216] Calculate the value range of the layout strategy of the target station according to the preset station layout constraint conditions;

[0217] Calculating a total passenger arrival time set and a total facility cost set according to the value range of the layout strategy, the passenger characteristic parameter and the station characteristic parameter;

[0218] The dual-channel-based target layout strategy is calculated based on the total passenger arrival time set and the total facility cost set.

[0219] Optionally, the calculation module is used to:

[0220] Based on the total passenger arrival time set and the total facility cost set, multiple groups of layout strategies are obtained;

[0221] Optimizing and calculating the total passenger arrival time and the total facility cost corresponding to each group of the layout strategies to obtain an optimization parameter set;

[0222] The layout strategy corresponding to the minimum optimization parameter in the optimization parameter set is used as the dual-channel based target layout strategy.

[0223] Optionally, the device further comprises:

[0224] Before taking the layout strategy corresponding to the minimum optimization parameter as the target layout strategy based on the dual channels, based on the preset station layout constraint condition, verifying the layout strategy corresponding to the minimum optimization parameter to obtain a verification result;

[0225] If the verification result does not meet the preset station layout constraint conditions, the layout strategies corresponding to the optimization parameters are verified in sequence from small to large according to the sizes of the optimization parameters in the optimization parameter set until the verification result meets the preset station layout constraint conditions.

[0226] The present application also provides an electronic device to implement the above-mentioned station layout method based on commuting travel. Figure 4 It shows a schematic diagram of an electronic device provided by some embodiments of the present application. Figure 4 As shown, the electronic device 4 includes: a processor 400, a memory 401, a bus 402 and a communication interface 403, and the processor 400, the communication interface 403 and the memory 401 are connected via the bus 402; the memory 401 stores a computer program that can be run on the processor 400, and when the processor 400 runs the computer program, the station layout method based on commuting travel provided in any of the aforementioned embodiments of the present application is executed.

[0227] The memory 401 may include a high-speed random access memory (RAM), and may also include a non-volatile memory, such as at least one disk storage. The communication connection between the device network element and at least one other network element is realized through at least one communication interface 403 (which may be wired or wireless), and the Internet, wide area network, local area network, metropolitan area network, etc. may be used.

[0228] The bus 402 may be an ISA bus, a PCI bus, or an EISA bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. The memory 401 is used to store a program, and the processor 400 executes the program after receiving an execution instruction. The station layout method based on commuting travel disclosed in any implementation of the aforementioned embodiment of the present application may be applied to the processor 400, or implemented by the processor 400.

[0229] The processor 400 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the hardware integrated logic circuit or software instructions in the processor 400. The above processor 400 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a readily available programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The methods, steps and logic block diagrams disclosed in the embodiments of the present application can be implemented or executed. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiments of the present application can be directly embodied as a hardware decoding processor to be executed, or the hardware and software modules in the decoding processor can be executed. The software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 401, and the processor 400 reads the information in the memory 401 and completes the steps of the above method in combination with its hardware.

[0230] The electronic device provided in the embodiment of the present application and the station layout method based on commuting provided in the embodiment of the present application are based on the same inventive concept and have the same beneficial effects as the methods adopted, operated or implemented therein.

[0231] An embodiment of the present application also provides a computer-readable storage medium corresponding to the station layout method based on commuting travel provided in the aforementioned embodiment. The computer-readable storage medium shown may be a CD on which a computer program is stored. When the computer program is run by a processor, it will execute the station layout method based on commuting travel provided in any of the aforementioned embodiments.

[0232] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical or magnetic storage media, which are not listed here one by one.

[0233] The computer-readable storage medium provided in the above-mentioned embodiments of the present application and the station layout method based on commuting travel provided in the embodiments of the present application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0234] The present application also provides a computer program product 500. Figure 5 The computer program product carries a computer program 501, and the instructions included in the program code can be used to execute the steps of the station layout method based on commuting travel described in the above method embodiment. For details, please refer to the above method embodiment, which will not be repeated here.

[0235] The computer program product may be implemented in hardware, software or a combination thereof. In one optional embodiment, the computer program product is implemented as a computer storage medium. In another optional embodiment, the computer program product is implemented as a software product, such as a software development kit (SDK).

[0236] The basic principles of the present disclosure are described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, effects, etc. mentioned in the present disclosure are only examples and not limitations, and it cannot be considered that these advantages, strengths, effects, etc. are required by each embodiment of the present disclosure. In addition, the specific details disclosed above are only for the purpose of illustration and ease of understanding, and are not limitations. The above details do not limit the present disclosure to the necessity of adopting the above specific details to be implemented.

[0237] The block diagrams of the devices, apparatuses, equipment, and systems involved in this disclosure are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including," "comprising," "having," and the like are open words, referring to "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or," and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0238] Additionally, as used herein, "or" used in a list of items beginning with "at least one" indicates a separate list, so that, for example, a list of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the word "exemplary" does not mean that the example described is preferred or better than other examples.

[0239] It should also be noted that in the system and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0240] Various changes, substitutions, and modifications of the techniques described herein may be made without departing from the teachings defined by the appended claims. Furthermore, the scope of the claims of the present disclosure is not limited to the specific aspects of the processes, machines, manufactures, compositions of events, means, methods, and actions described above. Currently existing or later to be developed processes, machines, manufactures, compositions of events, means, methods, or actions that perform substantially the same functions or achieve substantially the same results as the corresponding aspects described herein may be utilized. Thus, the appended claims include such processes, machines, manufactures, compositions of events, means, methods, or actions within their scope.

[0241] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0242] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A station layout method based on commuting travel, characterized in that: include: Get the commuter ratio for each station; Determine the target station to be optimized for layout according to the commuting ratio of each of the stations; Acquire passenger characteristic parameters and station characteristic parameters of the target station, wherein the passenger characteristic parameters are characteristic parameters affected by the passenger's station entry behavior, and the station characteristic parameters are characteristic parameters of the station space and facilities; According to the passenger characteristic parameters and the station characteristic parameters, a target layout strategy of the target station based on dual channels is calculated, wherein one side of the dual channels is for commuting passengers and the other side is for ordinary passengers, and the commuting passengers are passengers who meet preset commuting conditions during the morning peak hours; The step of calculating the target layout strategy of the target station based on dual channels according to the passenger characteristic parameters and the station characteristic parameters includes: Calculate the value range of the layout strategy of the target station according to the preset station layout constraint conditions; Calculating a total passenger arrival time set and a total facility cost set according to the value range of the layout strategy, the passenger characteristic parameter and the station characteristic parameter; Calculating the dual-channel based target layout strategy based on the total passenger arrival time set and the total facility cost set; The step of calculating the dual-channel based target layout strategy based on the total passenger arrival time set and the total facility cost set includes: Based on the total passenger arrival time set and the total facility cost set, multiple groups of layout strategies are obtained; Optimizing and calculating the total passenger arrival time and the total facility cost corresponding to each group of the layout strategies to obtain an optimization parameter set; The layout strategy corresponding to the minimum optimization parameter in the optimization parameter set is used as the dual-channel based target layout strategy.

2. The method according to claim 1, characterized in that The method of obtaining the commuting ratio of each station includes: Obtaining passenger entry data of multiple stations during historical morning peak hours and the total number of passengers entering each station; Analyzing the passenger entry data based on spatiotemporal similarity metrics, and classifying the passengers entering the station to obtain the types of passengers entering the station, wherein the types of passengers entering the station include commuter passengers and ordinary passengers; determining the entry volume of the commuter passengers based on the entry passenger types; The commuting ratio of each station is calculated based on the total station entry volume and the station entry volume of the commuting passengers at each station.

3. The method according to claim 2, characterized in that Determining the target station to be optimized for layout according to the commuting ratio of each station includes: Calculating the commuting importance of each station according to the commuting ratio of each station and the total station entry volume of each station; The station whose commuting importance is greater than a preset threshold is taken as the target station.

4. The method according to claim 1, characterized in that: Before taking the layout strategy corresponding to the minimum optimization parameter in the optimization parameter set as the dual-channel based target layout strategy, the method further includes: Based on the preset station layout constraint conditions, verifying the layout strategy corresponding to the minimum optimization parameter to obtain a verification result; If the verification result does not meet the preset station layout constraint conditions, the layout strategies corresponding to the optimization parameters are verified in sequence from small to large according to the sizes of the optimization parameters in the optimization parameter set until the verification result meets the preset station layout constraint conditions.

5. A station layout device based on commuting travel, characterized in that: include: The first acquisition module is used to obtain the commuting ratio of each station; A determination module, used for determining a target station to be optimized for layout according to the commuting ratio of each of the stations; A second acquisition module is used to acquire passenger characteristic parameters and station characteristic parameters of the target station, wherein the passenger characteristic parameters are characteristic parameters affected by the passenger's behavior of entering the station, and the station characteristic parameters are characteristic parameters of the station space and facilities; a calculation module, configured to calculate a target layout strategy of the target station based on a dual-channel according to the passenger characteristic parameters and the station characteristic parameters, wherein one side of the dual-channel is for commuting passengers and the other side is for ordinary passengers, and the commuting passengers are passengers who meet preset commuting conditions during the morning peak period; Wherein, the calculation module is used for: Calculate the value range of the layout strategy of the target station according to the preset station layout constraint conditions; Calculating a total passenger arrival time set and a total facility cost set according to the value range of the layout strategy, the passenger characteristic parameter and the station characteristic parameter; Calculating the dual-channel based target layout strategy based on the total passenger arrival time set and the total facility cost set; Wherein, the calculation module is used for: Based on the total passenger arrival time set and the total facility cost set, multiple groups of layout strategies are obtained; Optimizing and calculating the total passenger arrival time and the total facility cost corresponding to each group of the layout strategies to obtain an optimization parameter set; The layout strategy corresponding to the minimum optimization parameter in the optimization parameter set is used as the dual-channel based target layout strategy.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: The processor runs the computer program to implement the method according to any one of claims 1 to 4.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the method according to any one of claims 1 to 4.

8. A computer program product, characterized in that The invention comprises a computer-readable code, or a non-volatile computer-readable storage medium carrying the computer-readable code. When the computer-readable code runs in a processor of an electronic device, the processor in the electronic device executes the method as claimed in any one of claims 1 to 4.

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