Rail transit passenger flow coordinated control method and system under emergency scenarios

Abstract

The present invention relates to a method and system for coordinated control of rail transit passenger flow under emergency scenarios. The method includes obtaining emergency information, obtaining affected station and train information based on the spread law of the emergency impact; obtaining OD travel information of affected passengers based on the affected station and train information; calculating the platform flow control index of the affected station based on the platform area and crowd density restriction index of the affected station; obtaining its predicted travel transfer information based on the OD travel information of the affected passengers; finally, calculating the flow control threshold of the affected station based on the platform flow control index, the OD travel information of the affected passengers and the predicted travel transfer information. The present invention calculates the platform flow control index of the affected station based on the platform area and platform form of the affected station, which conforms to the actual situation of each station. At the same time, it combines the platform flow control index and the predicted travel transfer information of the affected passengers to comprehensively calculate the flow control threshold of entering the station and transferring, thereby realizing coordinated control of the road network.

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] During actual operation, urban rail transit is often affected by emergencies such as equipment failures, intrusion, and fires, leading to interruptions or capacity reductions at stations or sections along the line. As urban rail transit continues to expand in scale and network operations, the impact of emergencies on rail transit operations is spreading from individual lines to the entire network, exacerbating risks to safe network operations and placing significant pressure on network operations and management.

[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 huge 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 of rail transit networks in emergency scenarios is still in the empirical management stage. Most stations in fault sections will take passenger flow control measures to ensure that the platform passenger congestion is within a controllable range. However, rail transit emergencies are highly random. When there are significant fluctuations in the spatiotemporal distribution of passenger flow, it is difficult to achieve ideal results by relying solely on emergency management contingency plans. Therefore, it is necessary to conduct in-depth research on the coordinated control of rail transit passenger flow in emergencies.

[0005] The existing passenger flow collaborative control model cannot be combined with the actual operation conditions 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 rail transit passenger flow coordinated control method and system under emergency scenarios, which conforms to the actual situation of each station and has good practicality.

[0007] To achieve the above-mentioned object 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 affected station and train information based on the spread of the emergency impact;

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

[0010] Step S3: Calculate the platform flow control index of the affected station based on 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 based on their OD travel information;

[0012] Step S5: Calculate the entry control flow threshold and the transfer control flow threshold of the affected station based on 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 real-time AFC data, calculate the actual entry volume at 5-minute granularity, compare and display it with the flow control threshold, and provide a practical and feasible control reference for the operator's on-site passenger flow organization.

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

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

[0017] In the interruption scenario, based on the affected stations and driving direction information entered by the user, the system finds the nearest turning point from the incident section and direction. The section from this turning point to the end point of the incident driving direction and the driving direction are defined 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 platform flow control index is as follows:

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

[0021] Wherein, 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, the following steps are specifically included:

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

[0024] Step S52: Calculate the entry control threshold and the transfer 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 during the fault period j, and the boarding volume is equal to the boarding volume I a,j and the amount of vehicle loaded 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 than 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 loaded Ti a,j Make adjustments in the same proportion to obtain the entry and transfer boarding thresholds and the transfer boarding thresholds on the fault side of the affected station a during the fault period j;

[0028] The proportional 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 affected station a during fault period j and the threshold for entering and exiting the vehicle 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: Based on the OD travel information of the affected passengers and their predicted travel transfer information, the entry and boarding thresholds obtained in step S512 are 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 T represents the number of passengers scheduled to leave the affected station a; a,to represents the number of passengers scheduled to transfer 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 changed 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 during the fault period j, where the boarding volume is equal to the boarding volume I a,j and the amount of vehicle loaded Ti a,j 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 platform during 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 transfer boarding thresholds and the transfer boarding thresholds on the fault side of the affected station a during the fault period j;

[0038] The proportional 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 affected station a during fault period j and the threshold for entering and exiting the vehicle Expressed as:

[0040]

[0041] Where j = 1,…,In f / 5,In f represents the total delay time of the affected station a, in minutes;

[0042] Execute steps S516 to S519 based on the affected passengers' OD travel information and their predicted travel transfer information;

[0043] Step S516: Calculate the number of passengers U that can board the affected station a. a,j , and its calculation formula is:

[0044]

[0045] 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 train stopping at the affected station a;

[0046] Step S517: Calculate the number of passengers who failed to get on the bus during this calculation period, expressed as:

[0047]

[0048] Step S518: The number of passengers who failed to board the bus during the current calculation period is counted into the next calculation period, and the entry and boarding threshold for the next failure period is obtained, which is expressed as:

[0049]

[0050] Step S519: Repeat steps S517 to S518 to calculate the entry and boarding threshold for the next calculation cycle.

[0051] 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 and boarding threshold of its fault side, and the switching control flow threshold of its fault period j is equal to the switching and boarding threshold of its fault side, that is,

[0052] 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 for the entry control threshold of the affected station a is expressed as:

[0053]

[0054] 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;

[0055] 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 includes:

[0056] After calculating the preliminary entry flow control threshold according to formula (10), the entry ratio λ of the transfer station k in the 30-minute granularity t during the fault period j is calculated. ek,t and the swap ratio λ sk,t , calculate the entry control threshold and the transfer control threshold of the affected station, and the calculation formula is as follows:

[0057] λ ek,t =ω ek,t / (ω ek,t +ω sk,t ) (11)

[0058] λ sk,t =ω sk,t / (ω ek,t +ω sk,t ) (12)

[0059] E k,j =λ ek,t ·E k,j * (13)

[0060] A k,j =λ sk,t ·E k,j * (14)

[0061] Among them, ω ek,t represents the time-sharing 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 obtained by preliminary calculation according to formula (10).

[0062] According to one aspect of the present invention, a rail transit passenger flow coordinated control system in an emergency scenario is provided, which is used to implement the above method, including:

[0063] Fault impact spread model, used to obtain emergency information and obtain affected station and train information based on the impact spread law of the emergency;

[0064] Emergency passenger flow prediction model, 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;

[0065] 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 forecast results.

[0066] Compared with the prior art, the present invention has the following beneficial effects:

[0067] The present invention proposes a method and system for coordinated control of rail transit passenger flow in emergency scenarios. In response to emergencies such as operational interruptions or train delays in rail transit fault sections, the flow control threshold of the affected stations 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, guarantee on-site operational safety, and achieve rapid restoration of operational order.

[0068] 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 limit index of the affected stations in the emergency. The calculation results are consistent with the actual situation of each station, thereby improving the calculation accuracy of the flow control threshold.

[0069] In this 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 station entry control threshold and transfer control threshold are determined. The station entry control thresholds for ordinary stations and transfer stations are calculated in a coordinated manner, realizing coordinated control of the road network.

[0070] 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 are reduced; if the platform passenger flow is less than the control index, the entry threshold of the affected station and the transfer threshold are increased, thereby maximizing the satisfaction of passenger needs.

[0071] In the present invention, the time granularity of the station entry control threshold and the switching control threshold is refined to 5 minutes, which can be promptly issued to each station after a fault occurs, facilitating on-site dispatch and command by the operating company. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be derived from these drawings without inventive effort.

[0073] Figure 1 A flowchart of a method for coordinated control of rail transit passenger flow in an emergency scenario provided in accordance with one embodiment of the present invention is schematically shown;

[0074] Figure 2 A schematic diagram illustrating the structure of a rail transit passenger flow coordinated control model in an emergency scenario provided in accordance with one embodiment of the present invention;

[0075] Figure 3(a) to Figure 3(d) Schematically showing a comparison diagram of the predicted entry volume and entry control threshold of a station affected by an interruption-type emergency event provided in accordance with one embodiment of the present invention;

[0076] Figure 4(a) to Figure 4(d) Schematically showing a comparison diagram of the cumulative passenger flow and platform flow control index value of a platform affected by an interruption-type emergency event provided in accordance with one embodiment of the present invention;

[0077] Figure 5(a) to Figure 5(c) Schematically showing a comparison diagram of the predicted entry volume and entry control threshold of a station affected by a delay-type emergency provided in accordance with one embodiment of the present invention;

[0078] Figure 6(a) to Figure 6(c) A diagram schematically shows a comparison between the cumulative passenger flow and the platform flow control index value at a platform affected by a delay-type emergency event provided in accordance with an embodiment of the present invention. DETAILED DESCRIPTION

[0079] The description of the embodiments in this specification should be combined with the corresponding drawings, which should be considered a complete part of this specification. In the drawings, the shapes and thicknesses of the embodiments may be exaggerated and indicated for simplicity or convenience. Furthermore, the various structural components in the drawings will be described separately. It is worth noting that components not shown in the drawings or not described in words are known to those of ordinary skill in the art.

[0080] The description of the embodiments herein and any references to directions and orientations are for ease of description only and are not to be construed as limiting the scope of the present invention. The following description of the preferred embodiments may involve combinations of features, which may exist independently or in combination. The present invention is not specifically limited to the preferred embodiments. The scope of the present invention is defined by the claims.

[0081] like Figure 1 As shown, a rail transit passenger flow coordinated control method in an emergency scenario of the present invention includes the following steps:

[0082] Step S1: Obtain emergency information, and obtain affected station and train information based on the spread of the emergency impact.

[0083] The present invention divides emergencies into two scenarios: interruption and delay, and studies their spreading rules.

[0084] The law of spread of emergencies is:

[0085] In the interruption scenario, based on the affected station and driving direction information input by the user, find the nearest turning point to the incident section and direction, and define the section from the turning point to the end point 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.

[0086] In the delay scenario, the affected stations and travel directions entered by the user are defined as the emergency spread area. There are cases where trains 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. It can be assumed that passengers entering the station and transferring in can travel in time, and there will be no large-scale delays and congestion on the platform.

[0087] Step S2: Obtain the OD travel information of the affected passengers based on the affected station and train number information;

[0088] The OD travel information of 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 entering or exiting the affected station, affected train numbers, and OD travel information of passengers on the train.

[0089] Step S3: Calculate the platform flow control index of the affected station based on the platform area and crowd density limit index of the affected station;

[0090] The calculation formula of the platform flow control index is as follows:

[0091] Id a =S a *Fr*P (1)

[0092] Among them, 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;

[0093] The platform types of the affected stations include island platforms, side platforms and island-side mixed platforms. 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.

[0094] Step S4: Obtain the predicted travel transfer information of the affected passengers based on their OD travel information;

[0095] Predicted travel transfer information can be obtained by performing passenger flow forecasting using an emergency passenger flow forecasting model. The emergency passenger flow forecasting model can predict passenger flow transfer information (including exit and detour information) for stations affected by an emergency after the occurrence of an emergency based on passengers' OD travel information. In the present invention, the emergency passenger flow forecasting model is used to obtain passenger flow information at the affected stations at a 5-minute granularity due to the impact of the emergency.

[0096] Step S5: Calculate the entry control threshold and transfer control threshold of the affected station based on 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.

[0097] In step S5, it specifically includes:

[0098] Step S51: Calculate the boarding threshold according to the type of emergency and the platform flow control index.

[0099] For the interruption scenario, the boarding threshold calculation includes:

[0100] 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 during the fault period j, where the boarding volume is equal to the boarding volume I a,j and the amount of vehicle loaded Ti a,j sum;

[0101] Step S512: The number of boardings and 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 incoming train boarding volume and the incoming train boarding volume of the affected station a in each fault period by the same proportion, and obtain the incoming train boarding threshold and the incoming train boarding threshold on the fault side of the affected station a in fault period j;

[0102] The same proportion adjustment includes: when the number of boardings 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 number of boarding vehicles is less than the platform flow control index Id aWhen the number of trains entering the station is increased by the same proportion, a,j and the amount of vehicle loaded Ti a,j ;

[0103] The threshold for boarding at the fault side of affected station a during fault period j and the threshold for entering and exiting the vehicle Expressed as:

[0104]

[0105] where j = 1,…,Int / 5, Int represents the total interruption time of the affected station a in minutes;

[0106] Step S513: Based on the affected passengers' OD travel information and predicted travel transfer information, the boarding threshold obtained in step S512 is calculated. Further adjustment can be expressed as:

[0107]

[0108] 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 exit at the affected station a; T a,to represents the number of passengers scheduled to transfer out at the affected station a; O a,j represents the number of passengers who, due to the emergency, exit the affected station a and switch to other modes of transportation; a,j It indicates the number of passengers who changed to other routes at the affected station a due to the emergency.

[0109] For delay scenarios, the boarding threshold calculation includes:

[0110] 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 during the fault period j, and the boarding volume is equal to the boarding volume I a,j and the amount of vehicle loaded Ti a,j sum;

[0111] Step S515: The number of boardings during the fault period j is compared 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 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 loaded Ti a,j Make adjustments in the same proportion to obtain the entry and transfer boarding thresholds and the transfer boarding thresholds on the fault side of the affected station a during the fault period j;

[0112] The same proportion adjustment includes: when the number of boardings 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 number of boarding vehicles is less than the platform flow control index Id a When the number of trains entering the station is increased by the same proportion, a,j and the amount of vehicle loaded Ti a,j ;

[0113] The threshold for boarding at the fault side of affected station a during fault period j and the threshold for entering and exiting the vehicle Expressed as:

[0114]

[0115] Where j = 1,…,In f / 5,In f represents the total delay time of the affected station a in minutes;

[0116] Steps S516 to S519 are executed according to the affected passengers' OD travel information and predicted travel transfer information.

[0117] Step S516: Calculate the number of passengers U that can board the affected station a. a,j , and its calculation formula is:

[0118]

[0119] Among them, C a Indicates the train capacity of the train 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 represents the number of passengers on board the train stopping at the affected station a;

[0120] Step S517: Calculate the number of passengers who failed to get on the bus during this calculation period, expressed as:

[0121]

[0122] Step S518: The number of passengers who failed to board the bus during the current calculation period is counted into the next calculation period, and the entry and boarding threshold for the next failure period is obtained, which is expressed as:

[0123]

[0124] Step S519: Repeat steps S517 to S518 to calculate the entry and boarding threshold for the next calculation cycle.

[0125] Step S52: Calculate the entry control threshold and the transfer control threshold according to the platform type and the boarding threshold.

[0126] When the affected station a is an island platform, the entry control threshold of its fault period j is equal to its entry boarding threshold, and the switching control 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 up and down traffic. Considering that the non-faulty side can clear passengers in time in the event of a unidirectional fault in the up or down traffic, a unified threshold is adopted for unidirectional and bidirectional faults.

[0127] When the affected station a is a side platform or an island-side mixed platform and is not a transfer station, the calculation formula for the entry control threshold of the affected station a is expressed as:

[0128]

[0129] 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 half an 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.

[0130] Each side platform and hybrid platform only serves passengers 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 flow control threshold can be determined by calculating the distribution probability of up and down card swiping within the 30-minute granularity t of the fault period of the affected station.

[0131] Specifically, if the fault side is up, the threshold for boarding the vehicle calculated above is according to Calculate the entry control threshold; if the fault side is down, the entry threshold calculated previously is according to Calculate the entry control threshold for station a. If an emergency causes both uplink and downlink trains to be interrupted or delayed, to ensure that the number of people on the platforms of both uplink and downlink stations is within the threshold range, take the minimum value of the two as the final entry threshold for the affected station a.

[0132] 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 for its entry control flow threshold and transfer control flow threshold is:

[0133] After the entry control threshold is preliminarily calculated according to formula (10), the entry ratio λ of the transfer station k in the 30-minute granularity t during the fault period j is calculated. ek,t and the swap ratio λ sk,t , calculate the entry control threshold and transfer control threshold of the affected station, the calculation formula is as follows:

[0134] λ ek,t =ω ek,t / (ω ek,t +ω sk,t ) (11)

[0135] λ sk,t =ω sk,t / (ω ek,t +ω sk,t ) (12)

[0136] E k,j =λ ek,t ·E k,j * (13)

[0137] A k,j =λ Sk,t ·E k,j * (14)

[0138] Among them, ω ek,t represents the time-sharing 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 during the fault period j with a 30-minute granularity t, 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 obtained by preliminary calculation according to formula (10).

[0139] The method for coordinated control of rail transit passenger flow in an emergency scenario provided by the present invention further includes:

[0140] Step S6: Access real-time AFC data, calculate the actual number of inbound and / or inbound traffic at a 5-minute granularity, compare and display the data with the flow control threshold, and provide a practical and feasible reference for on-site passenger flow management and control for the operator.

[0141] 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.

[0142] 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 event, 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 emergency scenarios, thereby providing flow control indicators that are in line with the actual situation of each station and are highly practical, meeting the application requirements of passenger flow collaborative control.

[0143] 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:

[0144] Fault impact spread model, used to obtain emergency information and obtain affected station and train information based on the impact spread law of the emergency;

[0145] 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 based on the OD travel information of affected passengers;

[0146] The control threshold calculation model is used to calculate the flow control threshold of the affected stations based on the platform flow control indicators, the affected stations and train information, the affected passengers' OD travel and predicted travel transfer information.

[0147] Taking interruption-type emergencies and delay-type emergencies as examples, the system flow control effect is verified using predicted passenger flow information.

[0148] 1) Interruption type emergency

[0149] At 7:52 on June 17, 2022, a train on Line 1-Bantong experienced a complete door failure at Baliqiao Station. Line 1-Bantong maintained segmented operation between Gucheng Station-Guanzhuang Station and Guoyuan Station-Universal Resort Station, resulting in a 76-minute interruption in train service between Guanzhuang and Guoyuan District. The stations mainly affected by this emergency were Guanzhuang Station, Baliqiao Station, Tongzhou Beiyuan Station, and Guoyuan Station. After adopting this flow control system, the predicted station entry volume is compared with the threshold station entry volume. Figure 3(a) to Figure 3(d) shown.

[0150] 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.

[0151] As can be seen, the entry thresholds calculated using this flow control system ensure that the number of passengers on the affected station platforms never exceeds the set platform limit during the entire interruption period, verifying the effectiveness of the system. The entry thresholds generated by this flow control system provide a practical and feasible reference for on-site passenger flow management for operators during interruption-type emergencies.

[0152] 2) Delay type emergencies

[0153] At 19:00 on August 20, 2022, the ground signal failure occurred in the station management area of ​​Chegongzhuang West Central Station on Line 6. The up and down trains between Baishiqiao South Station and Chegongzhuang Station were changed to route blocking for 45 minutes. The stations mainly affected by this emergency were Baishiqiao South Station, Chegongzhuang West Station, and Chegongzhuang Station. After using this flow control system, the predicted station entry volume was compared with the threshold station entry volume. Figure 5(a) to Figure 5(c) shown.

[0154] 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.

[0155] As can be seen, the entry thresholds calculated using this flow control system ensure that the number of people on the affected station platforms never exceeds the set platform limit throughout the entire fault delay period, verifying the effectiveness of the system. The entry thresholds generated by this flow control system provide a practical and feasible reference for on-site passenger flow management for operators during delay-related emergencies.

[0156] It should be noted that the above is a preferred embodiment of the present invention. It should be noted that although the preferred embodiment of the present invention has been described, it is clear that those skilled in the art, once they understand the basic inventive concept of the present invention, can make various improvements and modifications without departing from the principles of the present invention. Such improvements and modifications should also be considered as within the scope of protection of the present invention. Therefore, the appended 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 emergency scenarios, characterized in that: The following steps are involved: Step S1: Obtain emergency information, and obtain affected station and train information based on the spread of the emergency impact; the emergency includes interruption scenarios and delay scenarios; Step S2: Obtain the OD travel information of the affected passengers based on the affected station and train number information; Step S3: Calculate the platform flow control index of the affected station based on the platform area and crowd density limit index of the affected station; Step S4: Obtain the predicted travel transfer information of the affected passengers based on their OD travel information; Step S5: Calculate the entry control threshold and transfer control threshold of the affected station based on the platform flow control index, the OD travel information of the affected passengers, and their predicted travel transfer information; In the step S5, it specifically includes: Step S51: Calculate the boarding threshold according to the type of emergency and the platform flow control index; Step S52: Calculate the entry control threshold and the transfer control threshold according to the platform type and the boarding threshold; In step S51, for the interruption scenario, the entire interruption time is used as a calculation cycle, and the boarding volume of the affected station in each fault period within the calculation cycle is obtained. According to whether the boarding volume is greater than or less than the platform flow control index of the affected station, the incoming boarding volume and the transfer-in boarding volume of the affected station in each fault period are adjusted in the same proportion. The incoming boarding threshold and the transfer-in boarding threshold on the fault side of the affected station in each fault period are obtained. The calculated incoming boarding threshold is further adjusted based on the affected passengers' OD travel information and predicted travel transfer information. For the delay scenario, the entire delay time is taken as a calculation cycle, and the boarding volume of the affected station in each fault period within a calculation cycle is obtained. According to whether the boarding volume is greater than or less than the platform flow control index, the entry boarding volume and the transfer boarding volume of the affected station in each fault period are adjusted in the same proportion to obtain the entry boarding threshold and the transfer boarding threshold on the fault side of the affected station in each fault period; according to the OD travel information of the affected passengers and the predicted travel transfer information, the entry boarding threshold in each calculation cycle is calculated on a rolling basis: the number of passengers who can board the affected station and the number of passengers who failed to board the train in this calculation cycle are calculated, and the entry boarding threshold for the next fault period of the affected station is calculated by counting the number of passengers who failed to board the train in this calculation cycle into the next calculation cycle.

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

3. The rail transit passenger flow coordinated control method under emergency scenarios according to claim 1 is characterized in that: The spread law of the emergency is as follows: In the interruption scenario, based on the affected stations and driving direction information entered by the user, the system finds the nearest turning point from the incident section and direction. The section from this turning point to the end of the incident driving direction and the driving direction are defined as the emergency spread area. In the interruption scenario, 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 rail transit passenger flow coordinated control method under emergency scenarios according to claim 3 is characterized in that: In step S3, the calculation formula of the platform flow control index is as follows: Id a =S a *Fr*P (1) Wherein, 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 rail transit passenger flow coordinated control method under emergency scenarios according to claim 4 is 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, and for any fault period j and any affected station a, obtain the boarding volume of the affected station a during the fault period j. The boarding volume is equal to the boarding volume I a,j and the amount of vehicle loaded Ti a,j sum; Step S512: compare the boarding volume with the platform flow control index Id a If the boarding volume is greater than 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 loaded Ti a,j Make adjustments in the same proportion to obtain the entry and transfer boarding thresholds and the transfer boarding thresholds on the fault side of the affected station a during the fault period j; The proportional 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 affected station a during fault period j and the threshold for entering and exiting the vehicle Expressed as: where j = 1,…,Int / 5, Int represents the total interruption time of the affected station a in minutes; Step S513: Based on the predicted travel transfer information of the affected passengers, the entry and boarding thresholds obtained in step S512 are 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 T represents the number of passengers scheduled to leave the affected station a; a,to represents the number of passengers scheduled to transfer 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 changed to other routes at the affected station a due to the emergency.

6. The rail transit passenger flow coordinated control method under emergency scenarios according to claim 5 is 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, and for any fault period j and any affected station a, obtain the boarding volume of the affected station a during the fault period j. The boarding volume is equal to the boarding volume I a,j and the amount of vehicle loaded 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 platform during 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 transfer boarding thresholds and the transfer boarding thresholds on the fault side of the affected station a during the fault period j; The proportional 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 affected station a during fault period j and the threshold for entering and exiting the vehicle 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 based on 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 train stopping at the affected station a; Step S517: Calculate the number of passengers who failed to get on the bus during this calculation period, expressed as: Step S518: The number of passengers who failed to board the bus during the current calculation period is counted into the next calculation period, and the entry and boarding threshold for the next failure period is obtained, which is expressed as: Step S519: Repeat steps S517 to S518 to calculate the entry and boarding threshold for the next calculation cycle.

7. The rail transit passenger flow coordinated control method under emergency scenarios according to claim 6 is characterized in that: In step S52, when the affected station a is an island platform, the entry control threshold of its fault period j is equal to the entry and boarding threshold of its fault side, and the switching control threshold of its fault period j is equal to the switching and boarding threshold of its fault side, that is, 8. The rail transit passenger flow coordinated control method under emergency scenarios according to claim 6 is 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 for the entry control 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, if 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: After the entry control threshold is preliminarily calculated according to formula (10), the entry ratio 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 transfer 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-sharing 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 during the fault period j with a 30-minute granularity t, 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 obtained by preliminary calculation according to formula (10).

9. 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 8, characterized in that: include: Fault impact spread model, used to obtain emergency information and obtain affected station and train information based on the impact spread law of the emergency; Emergency passenger flow prediction model, used to obtain OD travel information and predict travel transfer information of affected passengers based on the affected station and train information; The control threshold calculation model is used to calculate the entry control flow threshold and transfer control flow threshold of the affected stations 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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