Method, device and equipment for measuring and calculating section passenger flow volume and medium

Abstract

The invention discloses a section passenger flow volume measuring and calculating method, device and equipment and a medium, and belongs to the technical field of Internet. The method comprises the following steps: obtaining station entering transaction data, station exiting transaction data and a train timetable of each station in a target interval; determining traffic data from any starting station to any ending station according to the inbound transaction data and the outbound transaction data; according to the traffic data and the train timetable, predicting the actual riding path of each passenger to obtain the actual riding path of the passenger; and determining the cross-section passenger flow volume of the target interval according to the actual riding path. According to the technical scheme, the section passenger flow in the fast and slow train operation mode can be calculated through the pull-in transaction data, the pull-out transaction data and the train timetable, the accuracy of section passenger flow calculation is improved, and more effective basic data is provided for management and scheduling of urban rail transit.

Description

Technical Field

[0001] The present application belongs to the field of Internet technology, and specifically relates to a method, device, equipment and medium for calculating cross-sectional passenger flow. Background Art

[0002] The operation mode of express and slow trains refers to the problem of uneven passenger flow distribution, which is to set up express trains with fewer stops and slow trains with more stops to meet the different travel needs of passengers, while improving the service level and operational efficiency of rail transit.

[0003] Traditional cross-sectional passenger flow calculation follows the principle of first-come, first-served. However, in the operation mode of fast and slow trains, when the target station is not a stop for the express train, this calculation method often results in passengers taking the first arrived express train and transferring to the train in the opposite direction at the nearest stop after the target station to reach the target station. This is inconsistent with the actual situation that passengers choose to wait for the next slow train to reach the destination directly. This will cause the cross-sectional passenger flow calculation results to be inconsistent with the actual passenger flow, affecting the operation and management of urban rail transit.

[0004] Therefore, how to accurately calculate the cross-sectional passenger flow under the operation mode of fast and slow trains is a technical problem that needs to be solved urgently by technical personnel in this field. Summary of the invention

[0005] The embodiments of the present application provide a method, device, equipment and medium for calculating cross-sectional passenger flow, the purpose of which is to calculate the cross-sectional passenger flow under the operation mode of fast and slow trains through entry transaction data and exit transaction data and train timetable, which is conducive to improving the accuracy of cross-sectional passenger flow measurement and providing more effective basic data for the management and scheduling of urban rail transit.

[0006] In a first aspect, this embodiment provides a method for calculating section passenger flow, the method comprising:

[0007] Obtain inbound transaction data, outbound transaction data and train timetable of each station in the target range;

[0008] Determine the traffic data from any starting station to any ending station according to the inbound transaction data and the outbound transaction data;

[0009] Predicting the actual travel path of each passenger based on the traffic data and the train timetable to obtain the actual travel path of the passenger;

[0010] The cross-sectional passenger flow of the target section is determined according to the actual riding route.

[0011] Furthermore, the actual travel path of each passenger is predicted based on the traffic data and the train schedule to obtain the actual travel path of the passenger, including:

[0012] Predicting the express train and the slow train that the passenger can take after entering the station based on the traffic data and the train schedule;

[0013] Calculate the arrival time of the express train when taking the express train to the end station, and calculate the arrival time of the slow train when taking the slow train to the end station;

[0014] The express train arrival time and the slow train arrival time are matched with the exit time in the exit transaction data respectively, and the train number actually taken by the passenger and the corresponding actual travel route are determined according to the matching results.

[0015] Further, predicting the express train and the slow train that the passenger can take after entering the station based on the traffic data and the train schedule includes:

[0016] Obtain the passenger's arrival time and estimated walking time, and calculate the time node when the passenger arrives at the starting platform based on the arrival time and the estimated walking time;

[0017] According to the train schedule, the express train and the slow train that arrive at the starting station first after the time node are identified.

[0018] Further, calculating the express train arrival time when taking the express train to the end station includes:

[0019] Identify whether the end station is a stopover station of the express train;

[0020] If it is a stopover station, the arrival time of the express train to the end station is obtained according to the train schedule;

[0021] If it is not a stopover station, then obtain the stopover station closest to the end station in the express train schedule, and obtain the transfer schedule from the stopover station to the end station;

[0022] The time when the transfer train arrives at the end station is obtained according to the train schedule, and is used as the arrival time of the express train.

[0023] Further, identifying the arrival time matching the exit time in the exit transaction data, and determining the actual travel path according to the train schedule corresponding to the arrival time, including:

[0024] Identify whether the difference between the slow train arrival time and the departure time is less than the difference between the fast train arrival time and the departure time;

[0025] If it is less than, the path of the slow train from the starting station to the ending station is taken as the actual riding path;

[0026] If it is not less than, the path of the express train from the starting station to the ending station, or the path of the express train and the transfer train from the starting station to the transfer station and then to the ending station is taken as the actual riding path.

[0027] Further, determining the cross-sectional passenger flow of the target section according to the actual riding route includes:

[0028] Dividing the target interval into different cross-sectional segments;

[0029] According to the actual riding route, the actual inbound passenger flow and the actual outbound passenger flow of each station are counted;

[0030] The sectional passenger flow of each sectional segment is calculated according to the actual inbound passenger flow and the actual outbound passenger flow.

[0031] Furthermore, the sectional passenger flow of each sectional segment is calculated according to the actual inbound passenger flow and the actual outbound passenger flow, including:

[0032] The cross-sectional passenger flow is calculated according to the following formula:

[0033] Q i(i+1) =Q (i-1)i +P i(i+1) +P a-i(i+1) -P (i+1)i ;

[0034] Among them, Q i(i+1) is the passenger flow from station i to station i+1, Q i(i-1) is the passenger flow from station i-1 to station i, P i(i+1) is the actual number of passengers who board at station i and get off at station i+1, P a-i(i+1) is the actual number of passengers who boarded the bus before station i and got off at station i+1, P (i+1)i is the actual number of passengers who board at stop i and get off at stop i-1.

[0035] In a second aspect, this embodiment provides a device for calculating the cross-sectional passenger flow, the device comprising:

[0036] A data acquisition module is used to obtain the inbound transaction data, outbound transaction data and train timetable of each station in the target section;

[0037] A traffic data determination module is configured to determine traffic data from any starting station to any ending station according to the inbound transaction data and the outbound transaction data;

[0038] An actual travel path determination module, used to predict the actual travel path of each passenger based on the traffic data and the train schedule to obtain the actual travel path of the passenger;

[0039] The cross-sectional passenger flow determination module is used to determine the cross-sectional passenger flow of the target section according to the actual riding route.

[0040] Furthermore, the actual riding route determination module is specifically used to:

[0041] Predicting the express train and the slow train that the passenger can take after entering the station based on the traffic data and the train schedule;

[0042] Calculate the arrival time of the express train when taking the express train to the end station, and calculate the arrival time of the slow train when taking the slow train to the end station;

[0043] The express train arrival time and the slow train arrival time are matched with the exit time in the exit transaction data respectively, and the train number actually taken by the passenger and the corresponding actual travel route are determined according to the matching results.

[0044] Furthermore, the actual riding route determination module is specifically used to:

[0045] Obtain the passenger's arrival time and estimated walking time, and calculate the time node when the passenger arrives at the starting platform based on the arrival time and the estimated walking time;

[0046] According to the train schedule, the express train and the slow train that arrive at the starting station first after the time node are identified.

[0047] Furthermore, the actual riding route determination module is specifically used to:

[0048] Identify whether the end station is a stopover station of the express train;

[0049] If it is a stopover station, the arrival time of the express train to the end station is obtained according to the train schedule;

[0050] If it is not a stopover station, then obtain the stopover station closest to the end station in the express train schedule, and obtain the transfer schedule from the stopover station to the end station;

[0051] The time when the transfer train arrives at the end station is obtained according to the train schedule, and is used as the arrival time of the express train.

[0052] Furthermore, the actual riding route determination module is specifically used to:

[0053] Identify whether the difference between the slow train arrival time and the departure time is less than the difference between the fast train arrival time and the departure time;

[0054] If it is less than, the path of the slow train from the starting station to the ending station is taken as the actual riding path;

[0055] If it is not less than, the path of the express train from the starting station to the ending station, or the path of the express train and the transfer train from the starting station to the transfer station and then to the ending station is taken as the actual riding path.

[0056] Furthermore, the section passenger flow determination module is specifically used to:

[0057] Dividing the target interval into different cross-sectional segments;

[0058] According to the actual riding route, the actual inbound passenger flow and the actual outbound passenger flow of each station are counted;

[0059] The sectional passenger flow of each sectional segment is calculated according to the actual inbound passenger flow and the actual outbound passenger flow.

[0060] Furthermore, the section passenger flow determination module is specifically used to:

[0061] The cross-sectional passenger flow is calculated according to the following formula:

[0062] Q i(i+1) =Q (i-1)i +P i(i+1) +P a-i(i+1) -P (i+1)i ;

[0063] Among them, Q i(i+1) is the passenger flow from station i to station i+1, Q i(i-1) is the passenger flow from station i-1 to station i, P i(i+1) is the actual number of passengers who board at station i and get off at station i+1, P a-i(i+1) is the actual number of passengers who boarded the bus before station i and got off at station i+1, P (i+1)i is the actual number of passengers who board at stop i and get off at stop i-1.

[0064] In a third aspect, an embodiment of the present application provides an electronic device, which includes a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the method described in the first aspect.

[0065] In a fourth aspect, an embodiment of the present application provides a readable storage medium, on which a program or instruction is stored, and when the program or instruction is executed by a processor, the steps of the method described in the first aspect are implemented.

[0066] In a fifth aspect, an embodiment of the present application provides a chip, comprising a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run a program or instruction to implement the method described in the first aspect.

[0067] In an embodiment of the present application, the entry transaction data, exit transaction data and train schedule of each station in the target interval are obtained; the traffic data from any starting station to any ending station is determined based on the entry transaction data and the exit transaction data; the actual travel path of each passenger is predicted based on the traffic data and the train schedule to obtain the actual travel path of the passenger; the cross-sectional passenger flow of the target interval is determined based on the actual travel path. Through the above-mentioned method for calculating the cross-sectional passenger flow, the cross-sectional passenger flow in the fast and slow train operation mode can be calculated through the entry transaction data, the exit transaction data and the train schedule, which is conducive to improving the accuracy of the cross-sectional passenger flow calculation and providing more effective basic data for the management and scheduling of urban rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Figure 1 It is a flow chart of a method for calculating the cross-sectional passenger flow provided in the first embodiment of the present application;

[0069] Figure 2 It is a structural schematic diagram of the cross-sectional passenger flow measurement system provided in Example 1 of the present application;

[0070] Figure 3 It is a flow chart of a method for calculating the cross-sectional passenger flow provided in the second embodiment of the present application;

[0071] Figure 4 It is a structural schematic diagram of a device for calculating the cross-sectional passenger flow provided in Embodiment 3 of the present application;

[0072] Figure 5 It is a schematic diagram of the structure of the electronic device provided in Example 4 of the present application. DETAILED DESCRIPTION

[0073] In order to make the purpose, technical scheme and advantages of the present application clearer, the specific embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. It is understood that the specific embodiments described herein are only used to explain the present application, rather than to limit the present application. It should also be noted that, for the convenience of description, only the part related to the present application but not all the contents are shown in the accompanying drawings. Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flow charts. Although the flow chart describes each operation (or step) as a sequential process, many of the operations therein can be implemented in parallel, concurrently or simultaneously. In addition, the order of each operation can be rearranged. The process can be terminated when its operation is completed, but it can also have additional steps not included in the accompanying drawings. The process can correspond to a method, a function, a procedure, a subroutine, a subprogram, etc.

[0074] The following will be combined with the drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments in the present application belong to the scope of protection of this application.

[0075] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described here, and the objects distinguished by "first", "second", etc. are generally of one type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" in the specification and claims represents at least one of the connected objects, and the character " / " generally indicates that the objects associated with each other are in an "or" relationship.

[0076] In conjunction with the accompanying drawings, a method, device, equipment and medium for calculating cross-sectional passenger flow provided in an embodiment of the present application are described in detail through specific embodiments and their application scenarios.

[0077] Embodiment 1

[0078] Figure 1 It is a flow chart of a method for calculating cross-sectional passenger flow provided in Example 1 of the present application.

[0079] like Figure 1 As shown, the specific steps include:

[0080] S101, obtaining the inbound transaction data, outbound transaction data and train timetable of each station in the target section;

[0081] The application scenario of this solution can be the scenario of measuring the cross-sectional passenger flow of rail transit.

[0082] Based on the above scenario, it can be understood that the executor of this scenario can be an intelligent operation and maintenance system that measures the cross-sectional passenger flow, such as a computer or software component that provides services in a network environment, etc., and no excessive limitations are made here.

[0083] The target section can be the riding section for which the cross-sectional passenger flow calculation is required, including the starting station, the ending station and all the stop stations in the entire riding section.

[0084] Station entry transaction data can be information such as the time of entry and station name recorded by scanning a QR code or a boarding pass when a passenger enters the station and passes through the gate. It can also include statistics on the total number of people entering the station within the scheduled time.

[0085] Exit transaction data can be information such as the exit time, exit station name, and fare recorded by the passenger when passing through the gate by scanning the QR code or the boarding voucher. It can also include statistics on the total number of people exiting the station within the scheduled time. Usually, the exit transaction data will automatically be associated with the corresponding entry transaction data to facilitate the calculation of the fare.

[0086] The train schedule can be the operation schedule of all trains at each station in the target section. The train schedule records the time when each train arrives and leaves each station.

[0087] The way to obtain the entry transaction data, exit transaction data and train timetable is to retrieve the relevant data and train timetable in the target interval from the clearing system, extract the entry transaction data and exit transaction data of each station from the relevant data, and on this basis, filter the train timetable according to the train schedule running in the target interval, and only retain the train schedule related to the target interval. Among them, the clearing system is used to organize and store all data information of the station. The entry transaction data and exit transaction data obtained by the gate are directly uploaded to the clearing system for processing, and the train timetable is uploaded to the clearing system by the staff.

[0088] For example, Figure 2 Schematic diagram of the structure of the section passenger flow calculation system provided in the first embodiment of the present application. Figure 2As shown, when passengers pass through the subway gate, the gate obtains the passengers' exit transaction data and entry transaction data and uploads them to the station's management system. At the same time, the station's train timetable is uploaded to the station's management system by the staff. The station management system organizes all the received information and transmits it to the clearing system for storage. When the section passenger flow system needs to calculate the section passenger flow, it obtains the required station entry transaction data, exit transaction data and train timetable from the clearing system.

[0089] S102, determining the traffic data from any starting station to any ending station according to the inbound transaction data and the outbound transaction data;

[0090] Traffic data can represent the amount of pedestrian travel traffic data between all starting points and end points in the subway transportation network. Traffic data can reflect the basic requirements of pedestrians for the rail transportation network and is an important basis for rail transportation management, vehicle deployment and flexible planning. For example, if you enter the station from station A2 and exit the station from station A5, there is a path A2-A3-A4-A5.

[0091] The method for determining the traffic data from any starting station to any ending station may be to obtain the entry transaction data and exit transaction data of the same passenger, identify the passenger's entry station as the starting station, and the passenger's exit station as the ending station, and obtain the intermediate stations between the entry station and the exit station as the traffic data.

[0092] S103, predicting the actual travel path of each passenger based on the traffic data and the train schedule to obtain the actual travel path of the passenger;

[0093] The actual riding path may be the intermediate stations that the passenger actually passes through when riding from the starting station to the ending station.

[0094] The method for predicting the actual travel path of each passenger can be to select the train schedule that stops at the starting station and / or the ending station in the train schedule, identify the time when the train arrives at the starting station and the ending station that matches the passenger's entry time and exit time in the selected train schedule, obtain the corresponding train schedule, and predict the passenger's actual travel path based on the running track of the train schedule. For example, if the time when the slow train T003 arrives at the starting station A2 and the ending station A5 matches the passenger's entry time and exit time, and the running track of T003 is A2-A3-A4-A5, then the passenger's actual travel path is A2-A3-A4-A5.

[0095] S104: Determine the cross-sectional passenger flow of the target section according to the actual riding route.

[0096] Sectional passenger flow can be the passenger flow passing through a specific line section or section, such as the number of passengers passing through the section between two adjacent subway stations.

[0097] The cross-sectional passenger flow in the target section can be determined by obtaining the actual boarding stations and alighting stations of the passengers based on their actual travel routes, counting the actual number of passengers on the train and the actual number of passengers getting off at each station, and calculating the sum of the number of passengers in the train and the difference between the actual number of passengers on the train and the actual number of passengers getting off, to obtain the cross-sectional passenger flow in the target section.

[0098] On the basis of the above solution, optionally, determining the cross-sectional passenger flow of the target section according to the actual riding route includes:

[0099] Dividing the target interval into different cross-sectional segments;

[0100] According to the actual riding route, the actual inbound passenger flow and the actual outbound passenger flow of each station are counted;

[0101] The sectional passenger flow of each sectional segment is calculated according to the actual inbound passenger flow and the actual outbound passenger flow.

[0102] The target interval may be divided into different cross-sectional segments by dividing two adjacent stations in the target interval into one cross-sectional segment, for example, dividing the target interval A2-A3-A4 into two cross-sectional segments A2-A3 and A3-A4.

[0103] The method for counting the actual inbound passenger flow and the actual outbound passenger flow at each station may be to identify whether there are passengers transferring within the current station based on the actual riding path; if not, then counting the inbound transaction data and the outbound transaction data of the current station, and taking the number of inbound passengers in the statistical results as the actual inbound passenger flow, and taking the number of outbound passengers in the statistical results as the actual outbound passenger flow; if so, then counting the inbound transaction data and the outbound transaction data of the current station, obtaining the number of inbound passengers and the number of outbound passengers in the statistical results, taking the number of inbound passengers as the actual number of inbound passengers, and taking the sum of the number of passengers leaving the station and the number of passengers transferring within the station as the actual number of outbound passengers.

[0104] The cross-sectional passenger flow of each cross-sectional segment can be calculated by adding the number of passengers in the train and the actual number of passengers on the train and the difference between the number of passengers on the train and the actual number of passengers getting off the train, so as to obtain the cross-sectional passenger flow of the current cross-sectional segment.

[0105] The benefit of this arrangement is that it can identify passengers who transfer within the station without going through the gate, and then verify the entry and exit transaction data, making the calculation of cross-sectional passenger flow more accurate.

[0106] On the basis of the above solution, optionally, calculating the sectional passenger flow of each sectional segment according to the actual inbound passenger flow and the actual outbound passenger flow includes:

[0107] The cross-sectional passenger flow is calculated according to the following formula:

[0108] Q i(i+1) =Q (i-1)i +P i(i+1) +P a-i(i+1) -P (i+1)i ;

[0109] Among them, Q i(i+1) is the passenger flow from station i to station i+1, Q i(i-1) is the passenger flow from station i-1 to station i, P i(i+1) is the actual number of passengers who board at station i and get off at station i+1, P a-i(i+1) is the actual number of passengers who boarded the bus before station i and got off at station i+1, P (i+1)i is the actual number of passengers who board at stop i and get off at stop i-1.

[0110] For example, calculate the cross-sectional passenger flow from the 1st station to the 2nd station. At this time, i=1, and no passengers will get on the train before the 1st station. Therefore, the actual number of passengers who have boarded the train before the 1st station and got off at the 2nd station is 0, and the cross-sectional passenger flow before the 1st station is also 0. The actual number of passengers who get on from the 1st station and get off at the 2nd station can be obtained by calculating the difference between the number of passengers who get on the upstream train at the 1st station and the number of passengers who get off the same train at the 2nd station, and the actual number of passengers who get on from the 2nd station and get off at the 1st station can be obtained by calculating the difference between the number of passengers who get on the downstream train at the 2nd station and the number of passengers who get off the same train at the 1st station, so the cross-sectional passenger flow from the 1st station to the 2nd station is ab.

[0111] The benefit of this arrangement of the scheme is that it provides an effective calculation method for the measurement of cross-sectional passenger flow, so that the obtained cross-sectional passenger flow data is more in line with the actual situation, which is conducive to providing a more accurate data basis for the planning of rail transit.

[0112] This solution provides a program code for calculating the passenger flow of a section for reference:

[0113]

[0114]

[0115] In an embodiment of the present application, the entry transaction data, exit transaction data and train schedule of each station in the target interval are obtained; the traffic data from any starting station to any ending station is determined based on the entry transaction data and the exit transaction data; the actual travel path of each passenger is predicted based on the traffic data and the train schedule to obtain the actual travel path of the passenger; the cross-sectional passenger flow of the target interval is determined based on the actual travel path. Through the above-mentioned method for calculating the cross-sectional passenger flow, the cross-sectional passenger flow in the fast and slow train operation mode can be calculated through the entry transaction data, the exit transaction data and the train schedule, which is conducive to improving the accuracy of the cross-sectional passenger flow calculation and providing more effective basic data for the management and scheduling of urban rail transit.

[0116] Embodiment 2

[0117] Figure 3 It is a flow chart of a method for calculating the cross-sectional passenger flow provided in the second embodiment of the present application. This scheme makes a better improvement on the above embodiment, and the specific improvement is: it is characterized in that the actual travel path of each passenger is predicted according to the traffic data and the train timetable to obtain the actual travel path of the passenger, including: predicting the express train and slow train that the passenger can take after entering the station according to the traffic data and the train timetable; calculating the arrival time of the express train when the express train arrives at the end station, and calculating the arrival time of the slow train when the slow train arrives at the end station; matching the express train arrival time and the slow train arrival time with the exit time in the exit transaction data, and determining the train train actually taken by the passenger and the corresponding actual travel path according to the matching results.

[0118] like Figure 3 As shown, specifically including the following:

[0119] S301, obtaining the entry transaction data, exit transaction data and train timetable of each station in the target section;

[0120] S302, predicting the express train and the local train that the passenger can take after entering the station according to the traffic data and the train schedule;

[0121] The method of predicting the express train and the slow train that the passenger can take after entering the station can be to obtain the passenger's starting station and the time when the passenger enters the starting station based on traffic data, read the train schedule, identify the express train and the slow train that arrive first after the passenger enters the starting station, and use them as the express train and the slow train that the passenger can take after entering the station. For example, if the passenger enters the A2 platform at 17:55, he can take the T002 express train that arrives at the A2 platform at 18:00 or the T003 slow train that arrives at the A2 platform at 18:03.

[0122] S303, calculating the arrival time of the express train when the express train arrives at the end station, and calculating the arrival time of the slow train when the slow train arrives at the end station;

[0123] The method for calculating the express train arrival time is to read the time when the current express train arrives at the end station from the train timetable as the express train arrival time, or to query the actual time when the current express train arrives at the end station uploaded by the station from the clearing system as the express train arrival time.

[0124] The method for calculating the slow train arrival time is to read the time when the current slow train arrives at the end station from the train timetable as the slow train arrival time, or to query the actual time when the current slow train arrives at the end station uploaded by the station from the clearing system as the slow train arrival time.

[0125] S304, matching the express train arrival time and the local train arrival time with the exit time in the exit transaction data, and determining the train number actually taken by the passenger and the corresponding actual travel route according to the matching results;

[0126] The method for determining the train schedule actually taken by the passenger and the corresponding actual travel path can be that the passengers are extracted from the exit transaction data, and the first difference between the arrival time of the express train and the passenger's exit time, as well as the second difference between the arrival time of the slow train and the passenger's exit time are calculated respectively, and the first difference is compared with the second difference. If the first difference is less than the second difference, the express train schedule actually taken by the passenger is determined, and the running track of the express train schedule from the starting station to the ending station is used as the passenger's actual travel path; if the first difference is greater than the second difference, the slow train schedule actually taken by the passenger is determined, and the running track of the slow train schedule from the starting station to the ending station is used as the passenger's actual travel path; if the first difference is the same as the second difference, the arrival time of the express train schedule and the slow train schedule at the starting station are compared, and the train schedule that arrives at the starting station first is used as the passenger's actual train schedule, and the running track of the train schedule is used as the passenger's actual travel path.

[0127] S305, predicting the actual travel path of each passenger based on the traffic data and the train schedule to obtain the actual travel path of the passenger;

[0128] S306: Determine the cross-sectional passenger flow of the target section according to the actual riding route.

[0129] The benefit of this arrangement is that the train schedule that a passenger will take can be predicted based on the passenger's entry and exit times, thereby accurately obtaining the passenger's taxi route, which is conducive to improving the accuracy of the cross-sectional passenger flow measurement results.

[0130] On the basis of the above solution, optionally, predicting the express train and the slow train that the passenger can take after entering the station according to the traffic data and the train schedule includes:

[0131] Obtain the passenger's arrival time and estimated walking time, and calculate the time node when the passenger arrives at the starting platform based on the arrival time and the estimated walking time;

[0132] According to the train schedule, the express train and the slow train that arrive at the starting station first after the time node are identified.

[0133] The estimated walking time may be a value obtained by estimating the time required for a passenger to walk from the entry gate to the waiting platform. The estimated walking time may be obtained by collecting the walking time of multiple groups of pedestrians from the entry gate to the waiting platform and taking the average time as the estimated walking time.

[0134] The time node when the passenger arrives at the starting platform can be calculated by adding the entry time to the estimated walking time, and using the added result as the time node when the passenger arrives at the starting platform.

[0135] The method for identifying express train schedules and slow train schedules is to obtain the arrival times of all passing trains at the starting station in the train timetable, identify the arrival time of the express train and the slow train closest to the time node after the passengers arrive at the starting platform, and obtain the express train schedule corresponding to the express train arrival time and the slow train schedule corresponding to the slow train arrival time.

[0136] The advantage of this setting of the scheme is that it can take into account the impact of passengers' walking time on their bus schedules, avoid the problem of incorrect prediction of passengers' actual bus routes due to boarding at checkpoints, and make the calculation of cross-sectional passenger flow more accurate.

[0137] On the basis of the above solution, optionally, calculating the express train arrival time when taking the express train to the end station includes:

[0138] Identify whether the end station is a stopover station of the express train;

[0139] If it is a stopover station, the arrival time of the express train to the end station is obtained according to the train schedule;

[0140] If it is not a stopover station, then obtain the stopover station closest to the end station in the express train schedule, and obtain the transfer schedule from the stopover station to the end station;

[0141] The time when the transfer train arrives at the end station is obtained according to the train schedule, and is used as the arrival time of the express train.

[0142] A stopover station is a station where a train needs to stop to wait for passengers to get on or off during its journey. For a slow train, every station on the route is generally a stopover station, while for an express train to improve operating efficiency, it will select some stations on the route as stopover stations, and will not stop at other stations.

[0143] The method for identifying whether the end station is a stop station of the express train is to obtain all the stop stations of the current express train according to the train timetable, and identify whether it is the end station among the stop stations. If it exists, the end station is a stop station; if it does not exist, the end station is not a stop station.

[0144] The method for determining the arrival time of the express train is that, when the end station is a stopping station, the arrival time of the train at the end station is directly read from the train timetable, and the arrival time is used as the arrival time of the express train; when the end station is not a stopping station, it is necessary to identify the nearest stopping station after the end station and the time of arrival at the stopping station according to the train timetable, and identify the nearest reverse train service that arrives after the time and can travel from the stopping station to the end station, use the reverse train service as the transfer service, read the arrival time of the transfer service at the end station in the train timetable, and use the arrival time as the arrival time of the express train.

[0145] The advantage of this arrangement of the scheme is that it can take into account the situation where the express train does not stop at every station, and obtain the accurate express train arrival time by calculating the express train transfer, thereby improving the accuracy of the prediction of the passenger's actual travel route.

[0146] On the basis of the above solution, optionally, identifying the arrival time matching the departure time in the departure transaction data, and determining the actual travel route according to the train schedule corresponding to the arrival time, includes:

[0147] Identify whether the difference between the slow train arrival time and the departure time is less than the difference between the fast train arrival time and the departure time;

[0148] If it is not less than, the path of the express train from the starting station to the ending station, or the path of the express train and the transfer train from the starting station to the transfer station and then to the ending station is taken as the actual riding path.

[0149] For example, taking A1-A2-A3-A4-A5-A6-A7-A8 as a subway line with fast and slow train operation modes, the following table is the train timetable of the current subway line (for the convenience of example, irrelevant information such as the stops of express trains is omitted in the table):

[0150]

[0151]

[0152] If the passenger's transportation data is A2-A3-A4-A5, the entry time is 08:12:17, and the exit time is 08:26:55, then according to the entry time, after the passenger arrives at the platform, he can choose to take the T0002 express train that arrives first, or choose to wait and take the T0003 slow train. If the passenger chooses to take the T0002 express, according to the train timetable, the end station A5 is not a stop for T0002. Therefore, the passenger needs to get off at the nearest station A6, and transfer to the downward train T1004 at station A6 to reach the end station A5. At this time, the passenger's travel route is A2-A3-A4-A5-A6-A5. According to the time when the T1004 train arrives at A5, the arrival time of the express train is 08:36:00; if the passenger chooses to take the T0003 slow train, according to the train timetable, the passenger's travel route is A2-A3-A4-A5. According to the time when the T0003 train arrives at A5, the arrival time of the slow train is 08:24:05. It is easy to get that the arrival time of the slow train is closer to the passenger's exit time than the express train arrival time. Therefore, it can be determined that the actual train number the passenger takes is T0003, and the corresponding actual travel route is A2-A3-A4-A5.

[0153] The benefit of this arrangement is that the actual passenger route can be determined by the degree of match between the time the train arrives at the terminal platform and the passenger's exit time, which is conducive to accurate statistics of the actual passenger flow at each station.

[0154] Embodiment 3

[0155] Figure 4 It is a structural schematic diagram of the cross-sectional passenger flow measurement device provided in Example 3 of the present application.

[0156] like Figure 4 As shown, specifically including the following:

[0157] The data acquisition module 401 is used to acquire the inbound transaction data, outbound transaction data and train timetable of each station in the target section;

[0158] The traffic data determination module 402 is configured to determine the traffic data from any starting station to any ending station according to the inbound transaction data and the outbound transaction data;

[0159] The actual travel path determination module 403 is used to predict the actual travel path of each passenger according to the traffic data and the train schedule to obtain the actual travel path of the passenger;

[0160] The cross-sectional passenger flow determination module 404 is used to determine the cross-sectional passenger flow of the target section according to the actual riding route.

[0161] Optionally, the actual riding route determination module is specifically used to:

[0162] Predicting the express train and the slow train that the passenger can take after entering the station based on the traffic data and the train schedule;

[0163] Calculate the arrival time of the express train when taking the express train to the end station, and calculate the arrival time of the slow train when taking the slow train to the end station;

[0164] The express train arrival time and the slow train arrival time are matched with the exit time in the exit transaction data respectively, and the train number actually taken by the passenger and the corresponding actual travel route are determined according to the matching results.

[0165] Optionally, the actual riding route determination module is specifically used to:

[0166] Obtain the passenger's arrival time and estimated walking time, and calculate the time node when the passenger arrives at the starting platform based on the arrival time and the estimated walking time;

[0167] According to the train schedule, the express train and the slow train that arrive at the starting station first after the time node are identified.

[0168] Optionally, the actual riding route determination module is specifically used to:

[0169] Identify whether the end station is a stopover station of the express train;

[0170] If it is a stopover station, the arrival time of the express train to the end station is obtained according to the train schedule;

[0171] If it is not a stopover station, then obtain the stopover station closest to the end station in the express train schedule, and obtain the transfer schedule from the stopover station to the end station;

[0172] The time when the transfer train arrives at the end station is obtained according to the train schedule, and is used as the arrival time of the express train.

[0173] Optionally, the actual riding route determination module is specifically used to:

[0174] Identify whether the difference between the slow train arrival time and the departure time is less than the difference between the fast train arrival time and the departure time;

[0175] If it is less than, the path of the slow train from the starting station to the ending station is taken as the actual riding path;

[0176] If it is not less than, the path of the express train from the starting station to the ending station, or the path of the express train and the transfer train from the starting station to the transfer station and then to the ending station is taken as the actual riding path.

[0177] Optionally, the section passenger flow determination module is specifically used to:

[0178] Dividing the target interval into different cross-sectional segments;

[0179] According to the actual riding route, the actual inbound passenger flow and the actual outbound passenger flow of each station are counted;

[0180] The sectional passenger flow of each sectional segment is calculated according to the actual inbound passenger flow and the actual outbound passenger flow.

[0181] Optionally, the section passenger flow determination module is specifically used to:

[0182] The cross-sectional passenger flow is calculated according to the following formula:

[0183] Q i(i+1) =Q (i-1)i +P i(i+1) +P a-i(i+1) -P (i+1)i ;

[0184] Among them, Q i(i+1) is the passenger flow from station i to station i+1, Q i(i-1) is the passenger flow from station i-1 to station i, P i(i+1) is the actual number of passengers who board at station i and get off at station i+1, P a-i(i+1) is the actual number of passengers who boarded the bus before station i and got off at station i+1, P (i+1)iis the actual number of passengers who board at stop i and get off at stop i-1.

[0185] In an embodiment of the present application, a data acquisition module is used to acquire the entry transaction data, exit transaction data and train schedule of each station in the target interval; a traffic data determination module is used to determine the traffic data from any starting station to any ending station based on the entry transaction data and the exit transaction data; an actual riding path determination module is used to predict the actual riding path of each passenger based on the traffic data and the train schedule to obtain the actual riding path of the passenger; a cross-sectional passenger flow determination module is used to determine the cross-sectional passenger flow of the target interval based on the actual riding path. Through the above-mentioned cross-sectional passenger flow measurement device, the cross-sectional passenger flow in the fast and slow train operation mode can be calculated through the entry transaction data and the exit transaction data and the train schedule, which is conducive to improving the accuracy of the cross-sectional passenger flow measurement and providing more effective basic data for the management and scheduling of urban rail transit.

[0186] A device for calculating the cross-sectional passenger flow in the embodiment of the present application may be a device, or a component, integrated circuit, or chip in a terminal. The device may be a mobile electronic device or a non-mobile electronic device. Exemplarily, the mobile electronic device may be a mobile phone, a tablet computer, a laptop computer, a PDA, an in-vehicle electronic device, a wearable device, an ultra-mobile personal computer (UMPC), a netbook, or a personal digital assistant (PDA), etc., and the non-mobile electronic device may be a server, a network attached storage (NAS), a personal computer (PC), a television (TV), a teller machine, or a self-service machine, etc., which is not specifically limited in the embodiment of the present application.

[0187] In the embodiment of the present application, a device for calculating the cross-sectional passenger flow may be a device having an operating system. The operating system may be an Android operating system, an iOS operating system, or other possible operating systems, which are not specifically limited in the embodiment of the present application.

[0188] The device for calculating the cross-sectional passenger flow provided in the embodiment of the present application can realize each process realized in the above-mentioned method embodiments, and will not be described again here to avoid repetition.

[0189] Embodiment 4

[0190] like Figure 5As shown, an embodiment of the present application also provides an electronic device 500, including a processor 501, a memory 502, and a program or instruction stored in the memory 502 and executable on the processor 501. When the program or instruction is executed by the processor 501, each process of the above-mentioned method embodiment for calculating the cross-sectional passenger flow is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0191] It should be noted that the electronic devices in the embodiments of the present application include the mobile electronic devices and non-mobile electronic devices mentioned above.

[0192] Embodiment 5

[0193] An embodiment of the present application also provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, each process of the above-mentioned method embodiment for calculating the cross-sectional passenger flow is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0194] The processor is a processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0195] Embodiment 6

[0196] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned method embodiment for calculating the cross-sectional passenger flow, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0197] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0198] It should be noted that, in this article, the terms "comprise", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise one..." do not exclude the presence of other identical elements in the process, method, article or device including the element. In addition, it should be pointed out that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in reverse order according to the functions involved, for example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0199] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a computer software product, which is stored in a storage medium (such as ROM / RAM, a disk, or an optical disk), and includes a number of instructions for a terminal (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0200] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present application, ordinary technicians in this field can also make many forms without departing from the purpose of the present application and the scope of protection of the claims, all of which are within the protection of the present application.

[0201] The above are only preferred embodiments of the present application and the technical principles used. The present application is not limited to the specific embodiments described herein, and various obvious changes, readjustments and substitutions that can be made by those skilled in the art will not deviate from the scope of protection of the present application. Therefore, although the present application is described in more detail through the above embodiments, the present application is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the scope of the claims.

Claims

1. A method for calculating the cross-sectional passenger flow, characterized in that: The method comprises: Obtain inbound transaction data, outbound transaction data and train timetable of each station in the target range; Determine the traffic data from any starting station to any ending station according to the inbound transaction data and the outbound transaction data; Predicting the actual travel path of each passenger based on the traffic data and the train timetable to obtain the actual travel path of the passenger; The cross-sectional passenger flow of the target section is determined according to the actual riding route.

2. The method for calculating the cross-sectional passenger flow according to claim 1, characterized in that: Predicting the actual travel path of each passenger based on the traffic data and the train schedule to obtain the actual travel path of the passenger includes: Predicting the express train and the slow train that the passenger can take after entering the station based on the traffic data and the train schedule; Calculate the arrival time of the express train when taking the express train to the end station, and calculate the arrival time of the slow train when taking the slow train to the end station; The express train arrival time and the slow train arrival time are matched with the exit time in the exit transaction data respectively, and the train number actually taken by the passenger and the corresponding actual travel route are determined according to the matching results.

3. The method for calculating the cross-sectional passenger flow according to claim 2, characterized in that: Predicting the express train and the slow train that the passenger can take after entering the station based on the traffic data and the train schedule, including: Obtain the passenger's arrival time and estimated walking time, and calculate the time node when the passenger arrives at the starting platform based on the arrival time and the estimated walking time; According to the train schedule, the express train and the slow train that arrive at the starting station first after the time node are identified.

4. The method for calculating the cross-sectional passenger flow according to claim 2, characterized in that: Calculate the express train arrival time when taking the express train to the end station, including: Identify whether the end station is a stopover station of the express train; If it is a stopover station, the arrival time of the express train to the end station is obtained according to the train schedule; If it is not a stopover station, then obtain the stopover station closest to the end station in the express train schedule, and obtain the transfer schedule from the stopover station to the end station; The time when the transfer train arrives at the end station is obtained according to the train schedule, and is used as the arrival time of the express train.

5. The method for calculating the cross-sectional passenger flow according to claim 4, characterized in that: Identifying the arrival time that matches the exit time in the exit transaction data, and determining the actual travel path according to the train schedule corresponding to the arrival time, including: Identify whether the difference between the slow train arrival time and the departure time is less than the difference between the fast train arrival time and the departure time; If it is less than, the path of the slow train from the starting station to the ending station is taken as the actual riding path; If it is not less than, the path of the express train from the starting station to the ending station, or the path of the express train and the transfer train from the starting station to the transfer station and then to the ending station is taken as the actual riding path.

6. The method for calculating the cross-sectional passenger flow according to claim 1, characterized in that: Determining the cross-sectional passenger flow of the target section according to the actual riding route includes: Dividing the target interval into different cross-sectional segments; According to the actual riding route, the actual inbound passenger flow and the actual outbound passenger flow of each station are counted; The sectional passenger flow of each sectional segment is calculated according to the actual inbound passenger flow and the actual outbound passenger flow.

7. The method for calculating the cross-sectional passenger flow according to claim 6, characterized in that: Calculating the sectional passenger flow of each sectional segment according to the actual inbound passenger flow and the actual outbound passenger flow includes: The cross-sectional passenger flow is calculated according to the following formula: Q i(i+1) =Q (i-1)i +P i(i+1) +P a-i(i+1) -P (i+1)i ; Among them, Q i(i+1) is the passenger flow from station i to station i+1, Q i(i-1) is the passenger flow from station i-1 to station i, P i(i+1) is the actual number of passengers who board at station i and get off at station i+1, P a-i(i+1) is the actual number of passengers who boarded the bus before station i and got off at station i+1, P (i+1)i is the actual number of passengers who board at stop i and get off at stop i-1.

8. A device for calculating the cross-sectional passenger flow, characterized in that: The device comprises: A data acquisition module is used to obtain the inbound transaction data, outbound transaction data and train timetable of each station in the target section; A traffic data determination module is configured to determine traffic data from any starting station to any ending station according to the inbound transaction data and the outbound transaction data; An actual travel path determination module, used to predict the actual travel path of each passenger based on the traffic data and the train schedule to obtain the actual travel path of the passenger; The cross-sectional passenger flow determination module is used to determine the cross-sectional passenger flow of the target section according to the actual riding route.

9. An electronic device, characterized in that: It includes a processor, a memory, and a program or instruction stored in the memory and executable on the processor. When the program or instruction is executed by the processor, the steps of a method for calculating the cross-sectional passenger flow as described in any one of claims 1 to 7 are implemented.

10. A readable storage medium, characterized in that: The readable storage medium stores programs or instructions, and when the programs or instructions are executed by the processor, the steps of a method for calculating cross-sectional passenger flow as described in any one of claims 1-7 are implemented.

Images