Rail transit passenger flow cooperative control method and system in emergency scene

Abstract

The invention relates to a rail transit passenger flow cooperative control method and system in an emergency scene, and the method comprises the steps: obtaining emergency information, and obtaining affected station and train number information according to an emergency influence spreading rule; acquiring OD travel information of the affected passengers according to the affected station and train number information; calculating a platform flow control index of the affected station according to the platform area and the crowd density limitation index of the affected station; according to the OD travel information of the affected passengers, obtaining predicted travel transfer information of the affected passengers; and finally, according to the station flow control indexes, the OD travel information of the affected passengers and the predicted travel transfer information, calculating a flow control threshold value of the affected station. According to the method, the platform flow control indexes of the affected stations are calculated according to the platform areas and the platform forms of the affected stations, the actual conditions of all the stations are met, meanwhile, the platform flow control indexes and the predicted travel transfer information of the affected passengers are combined, the flow control threshold values of station entering and transfer are calculated in an overall planning mode, and road network cooperative control is achieved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method and system for coordinated control of rail transit passenger flow in emergency scenarios. Background Art

[0002] In the actual operation of urban rail transit, due to sudden incidents such as equipment and facility failure, foreign intrusion, fire, etc., the operation of line stations or sections may be interrupted or the capacity may be reduced. With the continuous acceleration of the scale and network operation of urban rail transit, the impact of sudden incidents on the rail transit operation system has gradually spread from a single line to the entire network, aggravating the risk of safe operation of the road network and bringing huge pressure to the operation and management of the road network.

[0003] After an emergency occurs, on the one hand, it will affect the travel comfort of passengers, especially the operation interruption or delay during peak hours, which will lead to a large gathering of passengers along the line, which is likely to cause many uncontrollable consequences; on the other hand, the increase in passenger flow has brought great difficulties to the subsequent organization and evacuation of passenger flow. The imperfect existing emergency linkage plan will lead to a series of practical problems such as unreasonable handling and inefficiency.

[0004] At present, passenger flow control in my country's rail transit network under emergency scenarios is still in the empirical management stage. Most stations in faulty sections will take passenger flow control measures to ensure that the platform passenger crowding is within a controllable range. However, rail transit emergencies are highly random. When there are obvious fluctuations in the temporal and spatial distribution of passenger flow, it is difficult to achieve the desired effect by relying solely on emergency management contingency plans. It is necessary to conduct in-depth research on the coordinated control of rail transit passenger flow under emergencies.

[0005] The existing passenger flow collaborative control model cannot be combined with the actual operation of the station, and has not formed practical flow control indicators to establish a practical flow control model. Summary of the invention

[0006] In order to solve the technical problems existing in the above-mentioned prior art, the purpose of the present invention is to provide a method and system for coordinated control of rail transit passenger flow under emergency scenarios, which conforms to the actual situation of each station and has good practicality.

[0007] To achieve the above-mentioned purpose of the invention, the present invention provides a method for coordinated control of rail transit passenger flow in an emergency scenario, comprising the following steps:

[0008] Step S1, obtain emergency information, and obtain the affected stations and train information according to the spread law of the emergency impact;

[0009] Step S2: Obtain OD travel information of affected passengers according to the affected station and train number information;

[0010] Step S3, calculating the platform flow control index of the affected station according to the platform area and crowd density limit index of the affected station;

[0011] Step S4: Obtain the predicted travel transfer information of the affected passengers according to their OD travel information;

[0012] Step S5: Calculate the entry control flow threshold and the transfer control flow threshold of the affected station according to the platform flow control index, the affected passengers' OD travel information and their predicted travel transfer information.

[0013] According to a technical solution of the present invention, it also includes:

[0014] Step S6: access the real-time AFC data, calculate the actual station entry volume at a 5-minute granularity, compare and display it with the flow control threshold, and provide a practical and feasible control reference for the on-site passenger flow organization of the operating company.

[0015] According to a technical solution of the present invention, the law of the spread of the emergency is:

[0016] The emergencies include interruption scenarios and delay scenarios;

[0017] In the interruption scenario, according to the affected station and driving direction information input by the user, find the nearest turning point from the incident section and the direction of the incident, and define the section from the turning point to the end of the incident driving direction and the driving direction as the emergency spread area. In the interruption scenario, driving in this area is basically blocked;

[0018] In the delay scenario, the affected stations and travel directions input by the user are defined as the emergency spread area. Trains may arrive late at stations outside this area, but the train interval running time and station stop time are basically consistent with the planned operation diagram.

[0019] According to a technical solution of the present invention, in step S3, the calculation formula of the station flow control index is as follows:

[0020] Id a =S a *Fr*P (1)

[0021] Where a represents the affected station, Id a represents the platform flow control index of the affected station, S a represents the platform area of ​​the affected station, Fr represents the crowd density limit index, and P represents the control ratio.

[0022] According to a technical solution of the present invention, in step S5, it specifically includes:

[0023] Step S51, calculating the boarding threshold according to the type of emergency and the platform flow control index;

[0024] Step S52: Calculate the station entry control threshold and the change-in control threshold according to the platform type and the boarding threshold.

[0025] According to a technical solution of the present invention, in step S51, calculating the boarding threshold for the interruption scenario includes:

[0026] Step S511: Take the entire interruption time as a calculation cycle, and divide the calculation cycle into several fault periods at a granularity of 5 minutes; for any fault period j and any affected station a, obtain the boarding volume of the affected station a in the fault period j, and the boarding volume is equal to the boarding volume I a,j and the amount of vehicle Ti a,j sum;

[0027] Step S512: compare the boarding volume with the platform flow control index Id a If the boarding volume is greater or less than the platform flow control index Id a , the number of trains entering and boarding the affected station a during each fault period I a,j and the amount of vehicle Ti a,j Make adjustments in the same proportion to obtain the entry and boarding thresholds and the switching and boarding thresholds on the fault side of the affected station a during the fault period j;

[0028] The same proportion adjustment includes: when the boarding volume is greater than the platform flow control index Id a When the number of vehicles entering the station is reduced by the same proportion, a,j and the amount of vehicle loaded Ti a,j ; When the boarding volume is less than the platform flow control index Id a When the number of vehicles entering the station is increased by the same proportion, a,j and the amount of vehicle loaded Ti a,j ;

[0029] The threshold for boarding at the fault side of the affected station a during fault period j and the threshold for switching in and out It is expressed as:

[0030]

[0031] Where j = 1,…,Int / 5, Int represents the total interruption time of the affected station a, in minutes;

[0032] Step S513: According to the OD travel information of the affected passengers and their predicted travel transfer information, the entry and boarding threshold obtained in step S512 is calculated. Further adjustment can be expressed as:

[0033]

[0034] Among them, T a represents the number of passengers on the train stopping at the affected station a; T a,o represents the number of passengers scheduled to leave the affected station a; T a,to represents the number of passengers scheduled to switch out at the affected station a; a,j To represents the number of passengers who, due to the emergency, leave the affected station a and change to other modes of transportation; a,j It indicates the number of passengers who switched to other routes at the affected station a due to the emergency.

[0035] According to a technical solution of the present invention, in step 51, calculating the boarding threshold for the delay scenario includes:

[0036] Step S514: Take the entire delay time as a calculation cycle, and divide the calculation cycle into several fault periods at a granularity of 5 minutes; for any fault period j and any affected station a, obtain the boarding volume of the affected station a in the fault period j, and the boarding volume is equal to the station boarding volume I a,j and the amount of vehicle Ti a,h sum;

[0037] Step S515: compare the number of boardings during the fault period j with the platform flow control index Id a If the number of passengers boarding the fault period j is greater or less than the platform flow control index Id a , the boarding volume I of the affected station a during each fault period a,j and the amount of vehicle loaded Ti a,j Make adjustments in the same proportion to obtain the entry and boarding thresholds and the switching and boarding thresholds on the fault side of the affected station a during the fault period j;

[0038] The same proportion adjustment includes: when the boarding volume is greater than the platform flow control index Id a When the number of vehicles entering the station is reduced by the same proportion, a,j and the amount of vehicle loaded Ti a,j ; When the boarding volume is less than the platform flow control index Id a When the number of vehicles entering the station is increased by the same proportion, a,j and the amount of vehicle loaded Ti a,j ;

[0039] The threshold for boarding at the fault side of the affected station a during fault period j and the threshold for switching in and out It is expressed as:

[0040]

[0041]

[0042] Where j = 1,…,In f / 5,In f represents the total delay time of the affected station a, in minutes;

[0043] Execute steps S516 to S519 according to the affected passengers' OD travel information and their predicted travel transfer information;

[0044] Step S516: Calculate the number of passengers U that can board the affected station a. a,j , and its calculation formula is:

[0045]

[0046] Among them, C a represents the train capacity of the trains stopping at the affected station a, I lf N represents the full load rate control index of the train stopping at the affected station a, ob Indicates the number of passengers on board the trains stopping at the affected station a;

[0047] Step S517: Calculate the number of passengers who failed to get on the bus during this calculation cycle, expressed as:

[0048]

[0049] Step S518: The number of passengers who failed to board the bus during the current calculation cycle is counted into the next calculation cycle, and the threshold for boarding the bus during the next failure period is obtained, which is expressed as:

[0050]

[0051] Step S519: Repeat steps S517 to S518 to calculate the entry and boarding threshold for the next calculation cycle in a rolling manner.

[0052] According to a technical solution of the present invention, in step S52, when the affected station a is an island platform, the entry control flow threshold of its fault period j is equal to the entry boarding threshold of its fault side, and the switching control flow threshold of its fault period j is equal to the switching boarding threshold of its fault side, that is,

[0053] According to a technical solution of the present invention, in step S52, when the affected station a is a side platform or an island-side mixed platform and the affected station a is not a transfer station, the calculation formula of the entry control flow threshold of the affected station a is expressed as:

[0054]

[0055] Among them, ξ au,t is the uplink distribution probability of the affected station a at 30-minute granularity t, ξ ad,t is the downlink distribution probability of the affected station a at 30-minute granularity t, ξ au,t +ξ ad,t =1;

[0056] The affected station a is a side platform or an island-side mixed platform and the affected station a is a transfer station k. The calculation method of the entry control flow threshold and the transfer control flow threshold includes:

[0057] After calculating the preliminary entry control flow threshold according to formula (10), the entry proportion λ of the transfer station k in the 30-minute granularity t of the fault period j is ek,t and the swap ratio λ sk,t , calculate the entry control threshold and the switching control threshold of the affected station, and the calculation formula is as follows:

[0058] λ ek,t =ω ek,t / (ω ek,t +ω sk,t ) (11)

[0059] λ sk,t =ω sk,t / (ω ek,t +ω sk,t ) (12)

[0060] E k,j =λ ek,t ·E k,j * (13)

[0061] A k,j =λ sk,t ·E k,j * (14)

[0062] Among them, ω ek,t represents the time-divided passenger flow of transfer station k at the 30-minute granularity t during the fault period j, ω sk,t represents the time-sharing incoming passenger flow at transfer station k in the 30-minute granularity t during the fault period j, E k，j and A k,jrepresents the entry control threshold and transfer control threshold of transfer station k during fault period j, E k,j * represents the entry control threshold of transfer station k calculated initially according to formula (10).

[0063] According to one aspect of the present invention, a rail transit passenger flow coordinated control system in an emergency scenario provided by the present invention is used to implement the above method, including:

[0064] Fault impact propagation model, used to obtain emergency information, and obtain affected station and train information based on the impact propagation law of the emergency;

[0065] The emergency passenger flow prediction model is used to obtain the OD travel information of affected passengers based on the affected station and train information, and further obtain their predicted travel transfer information;

[0066] The control threshold calculation model is used to calculate the flow control threshold of the affected stations based on the platform flow control indicators and passenger flow prediction results.

[0067] Compared with the prior art, the present invention has the following beneficial effects:

[0068] The present invention proposes a method and system for coordinated control of rail transit passenger flow under emergency scenarios. In response to emergencies such as operation interruption or train delay in a faulty section of rail transit, the flow control threshold of the affected station is calculated based on the OD travel information of the affected passengers, so that the flow control system can respond quickly to form a regional coordinated flow control plan, ensure the normal passage of passengers affected by the emergency, ensure on-site operation safety, and achieve rapid recovery of operation order.

[0069] In the present invention, the platform flow control index of the affected stations is calculated according to the platform area, platform form and crowd density restriction index of the affected stations in the emergency, and the calculation result conforms to the actual situation of each station, thereby improving the calculation accuracy of the flow control threshold.

[0070] In the present invention, according to the spreading rules of different emergencies, emergencies are divided into two scenarios: interruption and delay. The impact range is determined first, then the boarding threshold is determined, and finally the entry control threshold and the transfer control threshold are determined. The entry control thresholds of ordinary stations and transfer stations are calculated in a coordinated manner, thus realizing coordinated control of the road network.

[0071] In the present invention, bidirectional adjustment of increase and decrease can be performed according to the control index. If the platform passenger flow exceeds the control index, the entry threshold of the affected station and the transfer threshold of the transfer station are reduced; if the platform passenger flow is less than the control index, the entry threshold of the affected station and the transfer threshold of the transfer station are increased, thereby maximizing the satisfaction of passenger needs.

[0072] In the present invention, the time granularity of the station entry flow control threshold and the switch-in control threshold is refined to 5 minutes, and can be promptly issued to each station after a fault occurs, facilitating on-site dispatch and command by the operating enterprise. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0074] Figure 1 A flow chart of a method for coordinated control of rail transit passenger flow in an emergency scenario provided in accordance with an embodiment of the present invention is schematically shown;

[0075] Figure 2 A schematic diagram schematically shows the structure of a rail transit passenger flow coordinated control model in an emergency scenario provided in accordance with an embodiment of the present invention;

[0076] Figure 3(a) to Figure 3(d) Schematically showing a comparison diagram between the predicted station entry volume and the station entry control threshold value of a station affected by an interruption-type emergency event provided in one embodiment of the present invention;

[0077] Figure 4(a) to Figure 4(d) Schematically showing a comparison diagram of the cumulative passenger flow of a platform affected by an interruption-type emergency and a platform flow control index value according to an embodiment of the present invention;

[0078] Figure 5(a) to Figure 5(c) A schematic diagram showing a comparison between the predicted station entry volume and the station entry control threshold for a station affected by a delay-type emergency event provided in accordance with an embodiment of the present invention;

[0079] Figure 6(a) to Figure 6(c) A schematic diagram showing a comparison between the cumulative passenger flow at a platform affected by a delay-type emergency and the platform flow control index value provided in accordance with an embodiment of the present invention. DETAILED DESCRIPTION

[0080] The description of the embodiments of this specification should be combined with the corresponding drawings, which should be considered as part of the complete specification. In the drawings, the shape or thickness of the embodiments may be enlarged and indicated for simplification or convenience. Furthermore, the parts of each structure in the drawings will be described separately. It is worth noting that the elements not shown in the drawings or not described in words are in a form known to ordinary technicians in the relevant technical field.

[0081] The description of the embodiments herein and any reference to directions and orientations are only for the convenience of description and are not to be construed as any limitation on the scope of protection of the present invention. The following description of the preferred embodiments may involve combinations of features, which may exist independently or in combination, and the present invention is not particularly limited to the preferred embodiments. The scope of the present invention is defined by the claims.

[0082] like Figure 1 As shown, a rail transit passenger flow coordinated control method in an emergency scenario of the present invention comprises the following steps:

[0083] Step S1: Obtain emergency information, and obtain the affected stations and train information according to the spreading law of the emergency.

[0084] The present invention divides emergencies into two scenarios: interruption and delay, and studies their spreading rules.

[0085] The law of the spread of emergencies is:

[0086] In the interruption scenario, based on the affected station and driving direction information input by the user, find the turning point closest to the incident section and the direction of the incident, and define the section from the turning point to the end of the incident driving direction and the driving direction as the emergency spread area. In the interruption scenario, driving in this area is basically blocked.

[0087] In the delay scenario, the affected stations and travel directions input by the user are defined as the emergency spread area. There is a situation where trains arrive late at stations outside this area, but the train section running time and station stop time are basically consistent with the planned operation diagram. It can be assumed that passengers entering the station and changing in can travel in time, and there will be no large-scale delays and congestion on the platform.

[0088] Step S2: Obtain OD travel information of affected passengers according to the affected station and train number information;

[0089] The OD travel information of the affected passengers can be obtained using a refined passenger flow prediction system or based on passenger flow on similar days, including 5-minute granularity OD information of passengers entering or exiting the affected stations, affected train numbers, and OD travel information of passengers on the trains.

[0090] Step S3, calculating the platform flow control index of the affected station according to the platform area and crowd density limit index of the affected station;

[0091] The calculation formula of the platform flow control index is as follows:

[0092] Id a =S a *Fr*P (1)

[0093] Where a represents the affected station, Id a represents the platform flow control index of the affected station, S a represents the platform area of ​​the affected station, Fr represents the crowd density limit index, and P represents the control ratio;

[0094] The platform types of the affected stations include island platform, side platform and island-side mixed platform. The platform area of ​​the island platform is a shared area for up and down traffic; the platform area of ​​the side platform is a one-way area; the platform area of ​​the island-side mixed platform needs to be determined based on actual conditions.

[0095] Step S4: Obtain the predicted travel transfer information of the affected passengers according to their OD travel information;

[0096] The predicted travel transfer information can be obtained by predicting passenger flow through an emergency passenger flow prediction model. The emergency passenger flow prediction model can predict the passenger flow transfer information (including exit and detour information) of the stations affected by the emergency after the emergency occurs based on the OD travel information of the passengers. In the present invention, the passenger flow situation of the affected stations at a 5-minute granularity affected by the emergency is obtained through the emergency passenger flow prediction model.

[0097] Step S5: Calculate the entry control flow threshold and the transfer control flow threshold of the affected station according to the platform flow control index, the affected station and train number information, the OD travel information of the affected passengers and their predicted travel transfer information.

[0098] In step S5, it specifically includes:

[0099] Step S51: Calculate the boarding threshold according to the type of emergency and the platform flow control index.

[0100] For the interruption scenario, the boarding threshold is calculated including:

[0101] Step S511: Take the entire interruption time as a calculation cycle, and divide the calculation cycle into several fault periods at a granularity of 5 minutes; for any fault period j and any affected station a, obtain the boarding volume of the affected station a in the fault period j, and the boarding volume is equal to the boarding volume I a,j and the amount of vehicle Ti a,j sum;

[0102] Step S512: compare the boarding volume with the platform flow control index Id a Compare, if the boarding volume is greater or less than the platform flow control index Id a , adjust the entry boarding volume and the transfer boarding volume of the affected station a in each fault period in the same proportion, and obtain the entry boarding threshold and the transfer boarding threshold on the fault side of the affected station a in the fault period j;

[0103] The same proportion adjustment includes: when the number of boardings is greater than the platform flow control indicator Id a When the number of vehicles entering the station is reduced by the same proportion, a,j and the amount of vehicle Ti a,j ; When the number of boarding vehicles is less than the platform flow control index Id a When the same proportion is adjusted to increase the number of vehicles entering the station I a,j and the amount of vehicle Ti a,j ;

[0104] The threshold for boarding at the fault side of the affected station a during fault period j and the threshold for switching in and out It is expressed as:

[0105]

[0106] Where j = 1,…,Int / 5, Int represents the total interruption time of the affected station a, in minutes;

[0107] Step S513: According to the OD travel information of the affected passengers and the predicted travel transfer information, the entry and boarding threshold obtained in step S512 is calculated. Further adjustment can be expressed as:

[0108]

[0109] Among them, T a represents the number of passengers on the trains stopping at the affected station a; T a,o represents the number of passengers scheduled to leave the affected station a; T a,to represents the number of passengers scheduled to switch out at the affected station a; O a,j To represents the number of passengers who, due to the emergency, leave the affected station a and change to other modes of transportation; a,j It indicates the number of passengers who switched to other routes at the affected station a due to the emergency.

[0110] For the delay scenario, the boarding threshold is calculated as follows:

[0111] Step S514: Take the entire delay time as a calculation cycle, and divide the calculation cycle into several fault periods at a granularity of 5 minutes; for any fault period j and any affected station a, obtain the boarding volume of the affected station a in the fault period j, and the boarding volume is equal to the station boarding volume I a,j and the amount of vehicle Ti a,j sum;

[0112] Step S515: compare the number of boardings during the fault period j with the platform flow control index Id a If the number of passengers boarding the platform j in the fault period is greater than or less than the platform flow control index Ida , the number of trains entering and boarding the affected station a during each fault period I a,j and the amount of vehicle Ti a,j Make adjustments in the same proportion to obtain the entry and boarding thresholds and the switching and boarding thresholds on the fault side of the affected station a during the fault period j;

[0113] The same proportion adjustment includes: when the number of boardings is greater than the platform flow control indicator Id a When the number of vehicles entering the station is reduced by the same proportion, a,j and the amount of vehicle Ti a,j ; When the number of boarding vehicles is less than the platform flow control index Id a When the same proportion is adjusted to increase the number of vehicles entering the station I a,j and the amount of vehicle Ti a,j ;

[0114] The threshold for boarding at the fault side of the affected station a during fault period j and the threshold for switching in and out It is expressed as:

[0115]

[0116] Where j = 1,…,In f / 5,In f It represents the total delay time of the affected station a in minutes;

[0117] Steps S516 to S519 are executed according to the affected passengers' OD travel information and predicted travel transfer information.

[0118] Step S516: Calculate the number of passengers U that can board the affected station a a,j , and its calculation formula is:

[0119]

[0120] Among them, C a represents the train capacity of the trains stopping at the affected station a, I lf N represents the full load rate control index of the trains stopping at the affected station a. ob It indicates the number of passengers on board the trains stopping at the affected station a;

[0121] Step S517: Calculate the number of passengers who failed to get on the bus during this calculation cycle, expressed as:

[0122]

[0123] Step S518: The number of passengers who failed to board the bus during the current calculation cycle is counted into the next calculation cycle, and the threshold for boarding the bus during the next failure period is obtained, which is expressed as:

[0124]

[0125] Step S519: Repeat steps S517 to S518 to calculate the entry and boarding threshold for the next calculation cycle in a rolling manner.

[0126] Step S52: Calculate the station entry control threshold and the change-in control threshold according to the platform type and the boarding threshold.

[0127] When the affected station a is an island platform, the entry control flow threshold of its fault period j is equal to its entry boarding threshold, and the switching control flow threshold of its fault period j is equal to its switching boarding threshold, that is, The platform area of ​​the island platform is shared by both upstream and downstream traffic. Considering that the non-faulty side can clear the boarding passengers in time in the event of a single-direction fault in the upstream or downstream traffic, a unified threshold is adopted for single-direction and two-way faults.

[0128] When the affected station a is a side platform or an island-side mixed platform and the affected station a is not a transfer station, the calculation formula for the entry control threshold of the affected station a is expressed as:

[0129]

[0130] Among them, ξ au,t is the uplink distribution probability of the affected station at 30-minute granularity t, ξ ad,t is the downlink distribution probability of the affected station at 30-minute granularity t, ξ au,t +ξ ad,t =1. The 30-minute granularity t is generally calculated based on the half hour of the hour, for example, 7:00:00-7:29:59 is one 30-minute granularity, and 7:30:00-7:59:59 is another 30-minute granularity.

[0131] Each side platform and mixed platform only serves passenger flow in one direction. The entry and boarding threshold calculated using the platform passenger flow restriction index can only reflect the restricted entry volume in the fault direction. Therefore, the entry control threshold can be determined by statistically analyzing the distribution probability of up and down card swiping within the 30-minute granularity t of the fault period of the affected station.

[0132] Specifically, if the fault side is uplink, the threshold for boarding the train calculated above is according to Calculate the entry control threshold; if the fault side is downlink, the entry control threshold calculated previously is according to Calculate the entry control threshold of station a; if an emergency causes both uplink and downlink trains to be interrupted or delayed, in order to ensure that the number of people on the platforms of the uplink and downlink stations is within the threshold range, take the minimum value of the two as the final entry threshold of the affected station a.

[0133] When the affected station a is a side platform or an island-side mixed platform and the affected station a is a transfer station k, the calculation method of its entry control flow threshold and transfer control flow threshold is:

[0134] After the entry control threshold is preliminarily calculated according to formula (10), the entry proportion λ of the transfer station k in the 30-minute granularity t of the fault period j is ek,t and the swap ratio λ sk,t , calculate the entry control threshold and the switching control threshold of the affected station, the calculation formula is as follows:

[0135] λ ek,t =ω ek,t / (ω ek,t +ω sk,t ) (11)

[0136] λ sk,t =ω sk,t / (ω ek,t +ω sk,t ) (12)

[0137] E k,j =λ ek,t ·E k,j * (13)

[0138] A k,j =λ Sk,t ·E k,j * (14)

[0139] Among them, ω ek,t represents the time-divided passenger flow of transfer station k at the 30-minute granularity t during the fault period j, ω sk,t represents the time-sharing incoming passenger flow at transfer station k in the 30-minute granularity t during the fault period j, E k，j and A k,j represents the entry control threshold and transfer control threshold of transfer station k during fault period j, E k,j * represents the entry control threshold of transfer station k calculated initially according to formula (10).

[0140] The rail transit passenger flow coordinated control method under emergency scenarios provided by the present invention also includes:

[0141] Step S6: access the real-time AFC data, calculate the actual entry volume and / or actual transfer volume at a 5-minute granularity, compare and display it with the flow control threshold, and provide a practical and feasible control reference for the on-site passenger flow organization of the operating company.

[0142] The present invention can be applied to the initial calculation of emergencies and compare and display the predicted station entry volume (or similar daily station entry volume) with the station entry flow control threshold at a 5-minute granularity during the entire emergency period. It can also compare and display the predicted cumulative number of platform passengers with the platform flow control index, and provide it to the operating company for on-site management and coordination when an emergency occurs; it can also access real-time AFC data, calculate and compare and display the actual station entry volume with the station entry flow control threshold at a 5-minute granularity, and use it for optimization and adjustment of the flow control system.

[0143] The present invention calculates the flow control index of the affected station according to the platform area and platform form of the station affected by the fault, determines the boarding threshold according to the type of emergency, and determines the entry control threshold and transfer control threshold according to the boarding threshold. It can realize the calculation of the flow control index in the rail transit passenger flow collaborative control model under the emergency scenario, thereby providing flow control indicators that are in line with the actual situation of each station and have high practicality, and meet the application requirements of passenger flow collaborative control.

[0144] like Figure 2 As shown, the present invention provides a rail transit passenger flow coordinated control system in an emergency scenario, which is used in the above method, including:

[0145] Fault impact propagation model, used to obtain emergency information, and obtain affected station and train information based on the impact propagation law of the emergency;

[0146] The emergency passenger flow prediction model is used to obtain the OD travel information of the affected passengers based on the affected station and train number information, and further obtain the predicted travel transfer information of the affected passengers based on the OD travel information of the affected passengers;

[0147] The control threshold calculation model is used to calculate the flow control threshold of the affected station based on the platform flow control indicators, the affected station and train information, the affected passengers' OD travel and predicted travel transfer information.

[0148] Taking interruption type emergencies and delay type emergencies as examples, the predicted passenger flow information is used to verify the system flow control effect.

[0149] 1) Interruption type incident

[0150] At 7:52 on June 17, 2022, a train on Line 1-Bantong had a door failure on the entire train on the up line of Baliqiao Station. Line 1-Bantong maintained Gucheng Station-Guanzhuang Station and Guoyuan Station-Universal Resort Station in a segmented operation mode, resulting in a 76-minute interruption of train operation between Guanzhuang and Guoyuan District. The stations mainly affected by the emergency were Guanzhuang Station, Baliqiao Station, Tongzhou Beiyuan Station, and Guoyuan Station. After adopting this flow control system, the comparison between the predicted station entry volume and the threshold station entry volume is as follows: Figure 3(a) to Figure 3(d) shown.

[0151] It can be seen that the threshold entry volume is generally higher than the predicted entry volume. Under this threshold entry volume, the comparison between the number of people on the platform of the interrupted station and the platform flow control index value is as follows: Figure 4(a) to Figure 4(d) shown.

[0152] It can be seen that the entry threshold calculated by this flow control system can ensure that the number of people on the affected station platform will never exceed the set platform limit index value during the entire fault interruption period, which verifies the effectiveness of the system. The entry threshold generated by this flow control system provides a practical and feasible reference for the on-site passenger flow organization of operating enterprises under interruption-type emergencies.

[0153] 2) Delay type emergencies

[0154] At 19:00 on August 20, 2022, the ground signal in the station management area of ​​Chegongzhuang West Central Station on Line 6 failed, and the up and down lines between Baishiqiao South Station and Chegongzhuang Station were changed to the route blocking method for 45 minutes. The stations mainly affected by this emergency are Baishiqiao South Station, Chegongzhuang West Station, and Chegongzhuang Station. After adopting this flow control system, the comparison between the predicted entry volume and the threshold entry volume is as follows: Figure 5(a) to Figure 5(c) shown.

[0155] It can be seen that the threshold entry volume is generally higher than the predicted entry volume. Under this threshold entry volume, the comparison between the number of people on the platform and the platform flow control index value at the station where the operation delay occurs is as follows: Figure 6(a) to Figure 6(c) shown.

[0156] It can be seen that the entry threshold calculated by this flow control system can ensure that the number of people on the affected station platform will never exceed the set platform limit index value during the entire fault delay period, which verifies the effectiveness of the system. The entry threshold generated by this flow control system provides a practical and feasible reference for the on-site passenger flow organization of operating companies under delay-type emergencies.

[0157] It should be noted that the above is a preferred embodiment of the present invention. It should be pointed out that although the preferred embodiment of the present invention has been described, once the basic creative concept of the present invention is known, a number of improvements and modifications can be made by a person skilled in the art without departing from the principles of the present invention, and these improvements and modifications should also be regarded as the protection scope of the present invention. Therefore, the attached claims are intended to be interpreted as including the preferred embodiment and all changes and modifications that fall within the scope of the embodiments of the present invention.

Claims

1. A method for coordinated control of rail transit passenger flow in an emergency scenario, characterized in that: The following steps are involved: Step S1, obtain emergency information, and obtain the affected stations and train information according to the spread law of the emergency impact; Step S2: Obtain OD travel information of affected passengers according to the affected station and train number information; Step S3, calculating the platform flow control index of the affected station according to the platform area and crowd density limit index of the affected station; Step S4: Obtaining predicted travel transfer information of the affected passengers according to their OD travel information; Step S5: Calculate the entry control flow threshold and the transfer control flow threshold of the affected station according to the platform flow control index, the OD travel information of the affected passengers and their predicted travel transfer information.

2. The method for coordinated control of rail transit passenger flow in emergency scenarios according to claim 1, characterized in that: Also includes: Step S6: access the real-time AFC data, calculate the actual station entry volume at a 5-minute granularity, compare and display it with the flow control threshold, and provide a practical and feasible control reference for the on-site passenger flow organization of the operating company.

3. The method for coordinated control of rail transit passenger flow in emergency scenarios according to claim 1, characterized in that: The spreading law of the emergency is: The emergencies include interruption scenarios and delay scenarios; In the interruption scenario, according to the affected station and driving direction information input by the user, find the nearest turning point to the incident section and the direction of the incident, and define the section from the turning point to the end of the incident direction and the driving direction as the emergency spread area. In the interruption scenario, the driving in this area is basically blocked; In the delay scenario, the affected stations and travel directions input by the user are defined as the emergency spread area. Trains may arrive late at stations outside this area, but the train interval running time and station stop time are basically consistent with the planned operation diagram.

4. The method for coordinated control of rail transit passenger flow in emergency scenarios according to claim 3 is characterized in that: In step S3, the calculation formula of the station flow control index is as follows: Id a =S a *Fr*P (1) Where a represents the affected station, Id a represents the platform flow control index of the affected station, S a represents the platform area of ​​the affected station, Fr represents the crowd density limit index, and P represents the control ratio.

5. The method for coordinated control of rail transit passenger flow in emergency scenarios according to claim 4, characterized in that: In the step S5, it specifically includes: Step S51, calculating the boarding threshold according to the type of emergency and the platform flow control index; Step S52: Calculate the station entry control threshold and the change-in control threshold according to the platform type and the boarding threshold.

6. The method for coordinated control of rail transit passenger flow in emergency scenarios according to claim 5, characterized in that: In step S51, calculating the boarding threshold for the interruption scenario includes: Step S511: Take the entire interruption time as a calculation cycle, and divide the calculation cycle into several fault periods at a granularity of 5 minutes; use the OD travel information of the affected passengers, for any fault period j and any affected station a, obtain the boarding volume of the affected station a in the fault period j, and the boarding volume is equal to the boarding volume I a，j and the amount of vehicle Ti a，j sum; Step S512: compare the boarding volume with the platform flow control index Id a If the boarding volume is greater or less than the platform flow control index Id a , the number of trains entering and boarding the affected station a during each fault period I a，j and the amount of vehicle Ti a，j Make adjustments in the same proportion to obtain the entry and boarding thresholds and the switching and boarding thresholds on the fault side of the affected station a during the fault period j; The same proportion adjustment includes: when the boarding volume is greater than the platform flow control index Id a When the number of vehicles entering the station is reduced by the same proportion, a，j and the amount of vehicle loaded Ti a，j ; When the boarding volume is less than the platform flow control index Id a When the number of vehicles entering the station is increased by the same proportion, a，j and the amount of vehicle loaded Ti a，j ; The threshold for boarding at the fault side of the affected station a during fault period j and the threshold for switching in and out It is expressed as: Where j = 1, ..., Int / 5, Int represents the total interruption time of the affected station a, in minutes; Step S513: According to the predicted travel transfer information of the affected passengers, the entry and boarding threshold obtained in step S512 is calculated. Further adjustment can be expressed as: Among them, T a represents the number of passengers on the train stopping at the affected station a; T a，o represents the number of passengers scheduled to leave the affected station a; T a，to represents the number of passengers scheduled to switch out at the affected station a; a，j To represents the number of passengers who, due to the emergency, leave the affected station a and change to other modes of transportation; a，j It indicates the number of passengers who switched to other routes at the affected station a due to the emergency.

7. The method for coordinated control of rail transit passenger flow in emergency scenarios according to claim 6, characterized in that: In step 51, calculating the boarding threshold for the delay scenario includes: Step S514: Take the entire delay time as a calculation cycle, and divide the calculation cycle into several fault periods at a granularity of 5 minutes; use the OD travel information of the affected passengers, for any fault period j and any affected station a, obtain the boarding volume of the affected station a in the fault period j, and the boarding volume is equal to the station boarding volume I a，j and the amount of vehicle Ti a，j sum; Step S515: compare the number of boardings during the fault period j with the platform flow control index Id a If the number of passengers boarding the fault period j is greater than or less than the platform flow control index Id a , the boarding volume I of the affected station a during each fault period a，j and the amount of vehicle loaded Ti a，j Make adjustments in the same proportion to obtain the entry and boarding thresholds and the switching and boarding thresholds on the fault side of the affected station a during the fault period; The same proportion adjustment includes: when the boarding volume is greater than the platform flow control index Id a When the number of vehicles entering the station is reduced by the same proportion, a，j and the amount of vehicle loaded Ti a，j ; When the boarding volume is less than the platform flow control index Id a When the number of vehicles entering the station is increased by the same proportion, a，j and the amount of vehicle loaded Ti a,j ; The threshold for boarding at the fault side of the affected station a during fault period j and the threshold for switching in and out It is expressed as: Where j = 1,…,In f / 5,In f represents the total delay time of the affected station a, in minutes; Execute steps S516 to S519 according to the affected passengers' OD travel information and their predicted travel transfer information; Step S516: Calculate the number of passengers U that can board the affected station a. a,j , and its calculation formula is: Among them, C a represents the train capacity of the trains stopping at the affected station a, I lf N represents the full load rate control index of the train stopping at the affected station a, ob Indicates the number of passengers on board the trains stopping at the affected station a; Step S517: Calculate the number of passengers who failed to get on the bus during this calculation cycle, expressed as: Step S518: The number of passengers who failed to board the bus during the current calculation cycle is counted into the next calculation cycle, and the threshold for boarding the bus during the next failure period is obtained, which is expressed as: Step S519: repeat steps S517 to S518, and calculate the entry and boarding threshold for the next calculation cycle in a rolling manner.

8. The method for coordinated control of rail transit passenger flow in emergency scenarios according to claim 7, characterized in that: In step S52, when the affected station a is an island platform, the entry control flow threshold of its fault period j is equal to the entry boarding threshold of its fault side, and the switching control flow threshold of its fault period j is equal to the switching boarding threshold of its fault side, that is, 9. The method for coordinated control of rail transit passenger flow in emergency scenarios according to claim 7, characterized in that: In step S52, when the affected station a is a side platform or an island-side mixed platform and the affected station a is not a transfer station, the calculation formula of the entry control flow threshold of the affected station a is expressed as: Among them, ξ au,t is the uplink distribution probability of the affected station a at 30-minute granularity t, ξ ad,t is the downlink distribution probability of the affected station a at 30-minute granularity t, ξ au,t +ξ ad,t =1; In step S52, the affected station a is a side platform or an island-side mixed platform and the affected station a is a transfer station k, and the calculation method of the entry control flow threshold and the transfer control flow threshold includes: After the entry control threshold is preliminarily calculated according to formula (10), the entry proportion λ of the transfer station k in the 30-minute granularity t of the fault period j is calculated. ek,t and the swap ratio λ sk,t , calculate the entry control threshold and the switching control threshold of the affected station, and the calculation formula is as follows: l ek,t =ω ek,t / (ω ek,t +oh sk,t ) (11) l sk,t =ω sk,t / (ω ek,t +oh sk,t ) (12) AND k,j =λ ek,t ·AND k,j * (13) A k,j =λ sk,t ·E k,j * (14) Among them, ω ek,t represents the time-divided passenger flow of transfer station k at the 30-minute granularity t during the fault period j, ω sk,t represents the time-sharing incoming passenger flow at transfer station k in the 30-minute granularity t during the fault period j, E k，j and A k,j represents the entry control threshold and transfer control threshold of transfer station k during fault period j, E k,j * represents the entry control threshold of transfer station k calculated initially according to formula (10).

10. A rail transit passenger flow coordinated control system in an emergency scenario, used to implement the method according to any one of claims 1 to 9, characterized in that: include: Fault impact propagation model, used to obtain emergency information, and obtain affected station and train information based on the impact propagation law of the emergency; Emergency passenger flow prediction model, used to obtain the OD travel information of affected passengers and predict travel transfer information based on the affected station and train information; The control threshold calculation model is used to calculate the entry control flow threshold and the transfer control flow threshold of the affected station based on the platform control flow indicators, the affected stations and train number information, the OD travel information of the affected passengers and the predicted travel transfer information.

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