Motor train unit end light track identification-platform mis-riding prevention dynamic guiding system

Abstract

The invention, which relates to the technical field of rail transit, discloses a motor train unit end light track identification-platform mis-riding prevention dynamic guidance system comprising the following components: an information interaction module which establishes a bidirectional data transmission mechanism through a high-performance communication chip and a plurality of interfaces, and transmits the information to the platform; integrity verification and priority scheduling are carried out on the obtained train scheduling information, and reliable data support is provided for the system; the platform signal receiving and processing module adopts an advanced signal identification technology and an interference shielding technology, train light rail identification signals can be accurately identified, identity information of each train is accurately obtained, guiding information is visually displayed in different colors and display modes in cooperation with the platform light rail display module, and the guiding efficiency is improved. According to the method, the situation that passengers take mistakenly under the complex scene that the multiple trains are parallel is effectively avoided, and it is ensured that the passengers can accurately and rapidly find the number of the trains and the transfer path.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and particularly to an end light rail identification - platform anti - misboarding dynamic guiding system for multiple unit trains. Background Art

[0002] With the accelerating urbanization process and the increasing demand for people's travel, rail transit, as an efficient, convenient and high - capacity public transportation mode, the rail transit network is becoming increasingly dense. Major cities have successively built complex and large - scale rail transit systems to cope with the growing passenger flow pressure. Under this background, as a key node of the rail transit network, the operation efficiency and passenger service quality of stations face higher requirements. Especially for large transportation hubs, which often converge multiple lines and trains in multiple directions, the situation where multiple multiple unit trains stop at the same platform or cross - run is becoming more and more common. At the same time, the demand for transfer shows an explosive growth. Such a complex and changeable operation scenario brings great challenges to passengers' boarding and transfer, and also puts more stringent requirements on the guiding system of rail transit.

[0003] Traditional rail transit guiding systems have many limitations in design and are difficult to meet the guiding requirements in the current complex scenarios. Most traditional systems only guide the currently incoming trains on the current platform and lack the ability to integrate information about adjacent platforms and transfer trains on different lines. In the case of multiple trains running in parallel, passengers can often only obtain the basic information of the trains on the current platform and have no knowledge of the information about the transfer trains arriving at adjacent platforms. This results in passengers spending a lot of time searching for transfer routes between platforms when transferring, which not only wastes passengers' travel time, reduces travel efficiency, but also brings great inconvenience and trouble to passengers. In addition, in the case of multiple trains running in parallel, traditional guiding systems are difficult to accurately distinguish the identities of different trains, and passengers may misboard due to misjudging train information. The incompleteness of this information and the inaccuracy of guiding make passengers face many troubles during the transfer process, which not only reduces passengers' travel efficiency but also has a negative impact on the normal operation order of the station and is difficult to meet the efficient and accurate guiding requirements in complex scenarios. Summary of the Invention

[0004] The object of the present invention is to make up for the deficiencies of the prior art and provide a dynamic guiding system for preventing misboarding at the platform with light rail identification at the end of a multiple unit train. It can obtain comprehensive information through the information interaction module, generate a light rail identification signal carrying the exclusive identity information of the train by using the light rail identification module at the train end, accurately identify the train identity information through the platform signal receiving and processing module, and the central control module generates guiding instructions for the train car position at the platform and the best path for transferring trains and platforms and cars based on preset rules and path planning algorithms, and finally provides clear guidance for passengers intuitively through the platform light rail display module. This system can effectively reduce the troubles of passengers' misboarding and transfer and improve the guiding service level of rail transit.

[0005] To solve the above technical problems, the present invention provides the following technical solutions: A dynamic guiding system for preventing misboarding at the platform with light rail identification at the end of a multiple unit train, which system comprises the following components;

[0006] Information interaction module: Establish a two-way data transmission mechanism through a high-performance communication chip and various interfaces, perform integrity verification and priority scheduling on the obtained train dispatching information, and provide reliable data support for the system;

[0007] Light rail identification module at the train end: Collaborated by a signal encoding unit and an optical signal transmitting unit, the signal encoding unit encodes the train number and departure time information, and the optical signal transmitting unit modulates it onto the optical signal, and after optical processing, it is stably sent to the platform for train identity recognition;

[0008] Platform signal receiving and processing module: Utilize an optical signal receiving unit, a signal recognition unit, and an interference shielding unit to convert, analyze, and filter interference of the received optical signal, and accurately obtain the train identity information and transmit it to the central control module.

[0009] Central control module: Based on a high-performance hardware platform, combined with a transfer rule database, analyze the received train identity and transfer information, and generate train car position guiding instructions and transfer path guiding instructions by using specific calculation logic;

[0010] Platform light rail display module: With an LED light strip as the main body, through a driving and control circuit, according to the instructions of the central control module, combined with ambient light and train status, adjust the light rail brightness and flashing mode to achieve guiding for boarding and transferring.

[0011] Further, the information interaction module performs integrity verification and priority scheduling on the obtained train dispatching information, and its integrity verification formula is: , where is the data verification value, used to verify the integrity and accuracy of the received data, is the A data element is directly extracted from the received data block in sequence and represents a fragment of train dispatching information. is the weight coefficient of the th data element, which is dynamically allocated according to the importance of the data. is the check modulus, which determines the range of the check value and takes a prime number, CRC is the cyclic redundancy check value of the data block and is obtained by calculating the data block D through a standard cyclic redundancy check algorithm. Its priority scheduling formula is: , where is the priority value of the th data, which determines the processing order. is the time urgency index of the data, which is calculated based on the train arrival time. is the source credibility index of the data, which is assigned different values according to factors such as the system reliability and authority of the data source. is the usage frequency index of the data, which reflects the importance of the data and is determined by statistically counting the usage frequency of the data within a certain time period. is the weighting coefficient, which is obtained through training with historical data and .

[0012] Furthermore, the train - end optical track identification module mainly consists of a signal encoding unit and an optical signal transmitting unit. The signal encoding unit processes the train number, departure time, and carriage number information through a multi - dimensional information encoding algorithm. Its algorithm formula is: , where is the generated unique train identity code. is the numerical representation of the train number. is the timestamp value of the departure time, accurate to minutes. is the number representing the carriage number. are the encryption keys for the train number, time, and carriage number respectively. is the exclusive - or operation, which is used to combine information from different dimensions. The optical signal transmitting unit modulates the encoded information onto the optical signal using the optical signal intensity modulation equation. Its equation is: , where is the function of the modulated optical signal intensity changing with time. is the basic light intensity, which determines the visibility of the optical track. According to the visibility requirements of the optical track identification in different environments, a suitable basic light intensity value is determined through experiments and actual tests. is the modulation depth, which controls the signal change amplitude. is the train identity code. is the carrier frequency, which determines the transmission characteristics of the signal. The emitted optical signal is collimated by an optical lens to control the emission angle and coverage range of the optical track identification signal, ensuring that the signal can be accurately and stably transmitted to the platform.

[0013] Furthermore, the platform signal receiving and processing module consists of an optical signal receiving unit, a signal recognition unit, and an interference shielding unit. The optical signal receiving unit uses a high-sensitivity photodetector to capture the weak optical signal emitted by the optical track identification module at the train end and convert it into an electrical signal. The signal recognition unit processes the converted electrical signal. By analyzing the waveform, frequency, and amplitude characteristics of the electrical signal, the train identity information carried therein is extracted. And the signal recognition unit sets a multiple feature comparison mechanism to verify and confirm the extracted information multiple times. The interference shielding unit uses a combination of a shielding cover and a filter circuit. The shielding cover can block the influence of external electromagnetic interference on the module, and the filter circuit can filter out interference signals with frequencies close to that of the optical track identification signal. By selectively filtering signals of different frequencies, only the train optical track identification signals within a specific frequency range are allowed to pass, so as to accurately obtain the identity information of each train and transmit it to the central control module.

[0014] Furthermore, the central control module constructs a hardware platform based on a central processor and a storage unit. At the software level, a transfer rule database is established to store the preset transfer rule information of the platform layout of the station, the transfer channels between trains on different lines, and the transfer time limits. When receiving the train identity information transmitted by the platform signal receiving and processing module and the transfer-related information obtained by the information interaction module, these information are classified, sorted, and stored. Based on the information in the transfer rule database, a comprehensive analysis of the current platform train docking situation and transfer requirements is carried out. The optimal transfer path is determined through a multi-objective transfer path optimization formula, so as to determine the guiding scheme for the carriage position corresponding to each train and the guiding scheme for the platform and carriage of the transfer train. According to the remaining time until the train arrives, the number of passengers, and the target distance, the priority of the optical track display is dynamically adjusted using a dynamic optical track priority decision formula to ensure that passengers can quickly pay attention to the key guiding information, and these schemes are converted into corresponding optical track guiding instructions to provide accurate control signals for subsequent optical track displays.

[0015] Furthermore, the central control module determines the optimal transfer path through a multi-objective transfer path optimization formula, and its formula is: , where is the optimal transfer path, is the physical distance of the th segment in the path, is the estimated walking time of the th segment in the path, calculated based on the average walking speed of pedestrians and the path length, Indicates the congestion index of the nth segment in the path. The passenger flow density information is obtained through the passenger flow monitoring equipment installed at the station, and then the congestion index of each segment in the path is calculated. is a dynamically adjusted weight coefficient.

[0016] Furthermore, the central control module dynamically adjusts the priority of the light rail display using the dynamic light rail priority decision formula, and its formula is: , where is the light rail display priority value, is the remaining arrival time of the train in minutes, is the number of passengers expected to take this train, represents the distance between the current position and the target carriage in meters, is a weighting coefficient adjusted according to the real-time situation of the station. The central control module combines the transfer rule database to analyze and calculate the received information and generate light rail guidance instructions.

[0017] Furthermore, the platform light rail display module automatically adjusts the light rail brightness according to the ambient light intensity, and its adjustment formula is: , where is the actual display brightness, is the basic brightness value, which is preset according to the performance of the light rail display device and the display effect in the standard environment, is the current ambient light intensity, is the reference light intensity, that is, the set reference value, is the brightness adjustment coefficient.

[0018] Compared with the prior art, the one-end light rail identification of EMU - platform anti-misboarding dynamic guidance system has the following beneficial effects:

[0019] First, through the platform signal receiving and processing module, the present invention adopts advanced signal recognition technology and interference shielding technology, which can accurately identify the train light rail identification signal, thereby accurately obtaining the identity information of each train. Cooperating with the platform light rail display module to visually display the guidance information in different colors and display modes, it effectively avoids the misboarding situation of passengers in the complex scenario of multiple trains running in parallel, ensuring that passengers can accurately and quickly find the train they are taking and the transfer path.

[0020] Second, through the information interaction module, the present invention comprehensively obtains the relevant information of adjacent platforms and transfer trains on different lines, and combines the path planning algorithm of the central control module to provide accurate best transfer path guidance for transfer passengers, not only greatly reducing the transfer time of passengers, but also significantly improving the transfer efficiency and overall travel experience of passengers.

[0021] Other advantages, objects, and features of the present invention will be set forth in part in the following description, and in part will be obvious to those skilled in the art based on a review of the following, or may be learned from the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention, and those of ordinary skill in the art can obtain other drawings based on these drawings without creative efforts.

[0023] Figure 1 It is a flow operation diagram of an end light rail identification - platform anti - misboarding dynamic guidance system for multiple unit trains;

[0024] Figure 2 It is a flow chart of an end light rail identification - platform anti - misboarding dynamic guidance system for multiple unit trains. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0025] To further elaborate on the technical means and effects adopted by the present invention to achieve the predetermined invention purpose, the following will, in conjunction with the accompanying drawings and preferred embodiments, detail the specific embodiments, structures, features, and their effects of the present invention as follows.

[0026] Embodiment 1

[0027] In a certain super - large comprehensive transportation hub, its internal structure is extremely complex, with a daily passenger flow of up to hundreds of thousands of person - times, and it is even more crowded during peak hours. This hub is a key node in the urban transportation system. Among them, the high - speed rail platform 10 is large - scale, with multiple ticket gates and a spacious waiting area, and multiple trains in different directions stop here every day, continuously transporting long - distance passengers. The platform C of Subway Line 2 is located on the second basement floor of the hub, and various convenient facilities such as vending machines and charging areas are set around it. Its daily passenger flow is also considerable, providing great convenience for the daily travel of urban residents.

[0028] During the daily operation of this hub, the information interaction module operates efficiently at all times. It is closely connected to the rail transit dispatching system and the station information management system through high - speed and stable communication lines, continuously obtaining various real - time information, and using the data integrity verification function mod CRC to ensure the accuracy of the information. Among them, represents the received train information segment, such as the expected arrival time, the platform to stop at, etc., Assign weights based on the importance of information, such as the weight of train arrival time Set to 0.6, the weight of the station information Set to 0.4, Take the prime number 101, CRC Calculated by the standard CRC-32 algorithm, if the check finds an error, it will immediately request retransmission. At the same time, the data priority scheduling model is used ( ) to sort the data, is a time urgency indicator, calculated based on the remaining arrival time of the train. The source credibility, the scheduling system data Set to 0.9, and other auxiliary system data to 0.7, is the usage frequency indicator, initially , , , and then dynamically adjust according to the importance of the data in actual operation, such as when the train is approaching the station, For example, when a train is about to arrive at Platform C of Metro Line 2, the information interaction module quickly captures the train number, accurate estimated arrival time, specific location of Platform C, and detailed carriage distribution and other key information. At the same time, at the end of the train that stops at Platform 10 of the high-speed railway, the train end optical track identification module uses a multi-dimensional information coding algorithm. ,in, is the generated train identity code, which is unique. is the digital representation of the train number, It is the timestamp value of the departure time, accurate to the minute. A number indicating the carriage number. The encryption keys for the train number, time and carriage number are respectively, XOR operation is used to combine information of different dimensions. The optical signal transmitting unit modulates the encoded information onto the optical signal using the optical signal intensity modulation equation. It is automatically updated every day. Modulate the encoded information onto the optical signal, According to the environment settings, the tunnel cd, open air environment cd, Set 0.5 to control the modulation depth. Hz to resist power frequency interference, and then the light track identification signal is sent to the platform through a high-brightness LED array and aspherical lens.

[0029] The platform signal receiving and processing module equipped on Platform 10 monitors the surrounding signal environment at all times. Once it receives the optical track identification signal sent by the train, it immediately starts a series of complex processing procedures. First, it uses a high-precision optoelectronic sensor to convert the optical signal into an electrical signal. Then, through the built-in signal recognition chip, it uses complex signal recognition technology to analyze the electrical signal. During this process, it also uses interference shielding technology to screen and filter the signal from multiple dimensions. For example, it excludes the interference of other trains' optical track identification signals through frequency analysis, and filters out the stray light interference in the external environment using the signal intensity threshold. After processing, it accurately obtains the identity information of the train and quickly transmits it to the central control module.

[0030] The central control module integrates the identity information of the high-speed train transmitted from the platform signal receiving and processing module and the subway train information obtained from the information interaction module. Subsequently, it classifies, organizes, and stores this information. Based on the information in the transfer rule database, it comprehensively analyzes the current platform train docking situation and transfer requirements, and determines the best transfer path through the multi-objective transfer path optimization formula. The formula is: , where is the optimal transfer path, is the physical distance of the th section in the path, is the estimated walking time of the th section in the path, represents the congestion degree index of the th section in the path, is the dynamically adjusted weight coefficient, thereby determining the guiding scheme for the carriage position corresponding to each train and the guiding scheme for the transfer train platform and carriage. According to the remaining time until the train arrives, the number of passengers, and the target distance, it uses the dynamic optical track priority decision formula to dynamically adjust the priority of the optical track display to ensure that passengers can quickly pay attention to the key guiding information. The formula is: , where is the optical track display priority value, is the remaining time until the train arrives, in minutes, is the number of passengers expected to take this train, represents the distance between the current position and the target carriage, in meters, is the weighting coefficient, adjusted according to the real-time situation of the station. The central control module combines the transfer rule database, analyzes and calculates the received information, generates optical track guiding instructions, converts these schemes into corresponding optical track guiding instructions, provides accurate control signals for the subsequent optical track display, and finally generates the guiding instructions for the carriage position of the high-speed train on this platform and the best path guiding instructions for taking the subway train from Platform 10 to Platform C.

[0031] After receiving the command from the central control module, the platform light track display module of platform 10 responds quickly. It displays the high-speed train carriage position guide light track in bright and eye-catching green to guide passengers getting off the train to quickly find the exit direction of their carriage. At the same time, it displays the transfer guide light track to the subway train platform C and the corresponding carriage in flashing purple, and automatically adjusts the light track brightness according to the ambient light intensity. The adjustment formula is: ,in, is the actual display brightness, is the basic brightness value, that is, the preset standard brightness, is the current ambient light intensity, is the reference light intensity, that is, the set benchmark value, It is the brightness adjustment coefficient, which guides passengers to find the corresponding car. At the same time, according to the best path planned by the guidance instructions, the LED light strips at the corresponding positions are lit up in turn to form a continuous and clear transfer guidance light track, which provides intuitive guidance for passengers. According to actual statistics, the transfer time of passengers is greatly reduced, and the average transfer time of each passenger is shortened by 10-15 minutes.

[0032] Embodiment 2

[0033] Large high-speed rail hub stations cover a vast area and have intricate internal structures. The daily passenger flow is as high as hundreds of thousands. Multiple high-speed rail lines intersect in the station, and trains of different directions and train numbers frequently stop and depart here, providing travel services for passengers traveling from all over the country.

[0034] During the daily operation of the hub, the information interaction module is always in an efficient operating state. With the help of high-speed and stable communication networks, it is closely connected with the rail transit dispatching system, station information management system, etc., and continuously collects various real-time information. For example, it obtains the train number of each platform, the precise estimated arrival time, the specific location of the platform, and detailed carriage distribution and other key information in real time. At the same time, the train-end light track identification module at the end of the trains parked at platforms 15, 16, and 17 is working in an orderly manner. The module uses the train identity coding algorithm to encrypt and integrate the identity information of each train, such as the train number, departure time, and carriage number, to generate a light track identification signal. Subsequently, these signals are sent to the corresponding platform at a specific frequency and intensity through high-brightness, long-range professional light-emitting equipment.

[0035] Platforms 15, 16, and 17 are respectively equipped with platform signal receiving and processing modules, which constantly monitor the surrounding signal environment. Once the optical track identification signal sent by the train is received, the processing process is immediately started. First, the high-precision optoelectronic sensor accurately converts the optical signal into an electrical signal. Then, through the built-in high-performance signal recognition chip, complex signal recognition technology is used to deeply analyze the electrical signal. During this process, advanced interference shielding technology is also used to screen and filter the signal from multiple dimensions. For example, the interference of other trains' optical track identification signals is excluded through accurate frequency analysis, and stray light interference in the external environment is filtered out using the signal intensity threshold. After layers of strict processing, the identity information of each train is accurately obtained and quickly transmitted to the central control module.

[0036] The central control module integrates the train identity information transmitted from each platform signal receiving and processing module, as well as the comprehensive transfer information obtained from the information interaction module. Subsequently, calculations are carried out based on the transfer rules and path planning algorithms that are pre-set and verified and optimized through a large amount of actual data. During the calculation process, many factors such as the actual distance, estimated walking time, and real-time congestion degree of different transfer paths are fully considered. Finally, the guiding instructions for the positions of train carriages at each platform and the best path guiding instructions for transfers between different platforms are generated.

[0037] After receiving the instructions transmitted from the central control module, the platform optical track display module of Platform 15 quickly responds. It normally displays the guiding optical track for the positions of the carriages of the trains parked at Platform 15 in bright and highly recognizable blue, helping the alighting passengers quickly find the exit direction of their own carriages. At the same time, it dynamically displays the best path guiding optical track for transferring to the train at Platform 16 in flashing orange.

[0038] The platform optical track display module of Platform 16 also quickly responds to the instructions. It clearly displays the guiding optical track for the positions of the carriages of the trains parked at this platform in normal yellow, and dynamically displays the best path guiding optical track for transferring to the train at Platform 17 in flashing pink.

[0039] In this complex scenario of multi-train and multi-platform transfers, the present invention effectively avoids passengers from taking the wrong train due to getting lost, and greatly improves the transfer efficiency. According to actual statistics, the transfer time of each passenger is shortened by 10 - 15 minutes on average, effectively ensuring the efficient operation order of the station.

[0040] The above are only the preferred embodiments of the present invention, and do not impose any form of limitation on the present invention. Although the present invention has been disclosed above with the preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some changes or modifications to equivalent embodiments of equivalent changes within the scope of the technical solution of the present invention by using the above-disclosed technical content. However, as long as it does not depart from the content of the technical solution of the present invention, any brief modifications, equivalent changes and modifications made to the above embodiments according to the technical essence of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. A dynamic guidance system for preventing wrong boarding at the platform and marking the end of a train, characterized in that: The system consists of the following components: Information interaction module: Through high-performance communication chips and multiple interfaces, a two-way data transmission mechanism is established to perform integrity verification and priority scheduling on the acquired train dispatch information, providing reliable data support for the system; Train-side optical track identification module: The signal encoding unit and the optical signal transmitting unit cooperate to encode the train number and departure time information by the signal encoding unit, which is modulated into an optical signal by the optical signal transmitting unit and stably sent to the platform after optical processing for train identification; Platform signal receiving and processing module: using the optical signal receiving unit, signal identification unit and interference shielding unit, the received optical signal is converted, analyzed and interference is filtered, and the train identity information is accurately obtained and transmitted to the central control module; Central control module: Based on a high-performance hardware platform and combined with a transfer rule database, it analyzes the received train identity and transfer information, and uses specific calculation logic to generate train car position guidance instructions and transfer path guidance instructions; Platform light track display module: With LED light strip as the main body, through the driving and control circuit, according to the instructions of the central control module, combined with the ambient light and train status, the light track brightness and flashing mode are adjusted to realize boarding and transfer guidance.

2. According to claim 1, a train end optical track marking-platform mis-boarding prevention dynamic guidance system is characterized in that: The information interaction module performs integrity check and priority scheduling on the acquired train scheduling information, and the integrity check formula is: ,in, It is a data check value used to verify the integrity and accuracy of the received data. Is the first data elements, representing train dispatch information fragments, It is The weight coefficient of each data element is dynamically allocated according to the importance of the data. It is the check modulus, which determines the range of the check value and takes a prime number, CRC It is a data block The cyclic redundancy check value of is, and its priority scheduling formula is: ,in, It is The priority value of the data determines the processing order. is the time urgency indicator of the data, calculated based on the train arrival time. It is an indicator of the credibility of the data source. It is an indicator of the frequency of use of data, reflecting the importance of the data. is the weighting coefficient, obtained through historical data training, and .

3. According to claim 1, a train end optical track marking-platform mis-boarding prevention dynamic guidance system is characterized in that: The train-end optical track identification module is mainly composed of a signal encoding unit and an optical signal transmitting unit. The signal encoding unit processes the train number, departure time and carriage number information through a multi-dimensional information encoding algorithm. The algorithm formula is: ,in, is the generated train identity code, which is unique. is the digital representation of the train number, It is the timestamp value of the departure time, accurate to the minute. A number indicating the carriage number. The encryption keys for the train number, time and carriage number are respectively, It is an XOR operation used to combine information of different dimensions. The optical signal transmitting unit modulates the encoded information onto the optical signal using the optical signal intensity modulation equation, which is: ,in, is the function of the intensity of the modulated optical signal changing with time, Is the basic light intensity, which determines the visibility of the light track. is the modulation depth, which controls the amplitude of the signal change. is the train identification code, It is the carrier frequency, which determines the transmission characteristics of the signal. The transmitted optical signal is collimated through an optical lens to control the emission angle and coverage range of the optical track identification signal, ensuring that the signal can be sent to the platform accurately and stably.

4. According to claim 1, a train end optical track marking-platform mis-boarding prevention dynamic guidance system is characterized in that: The platform signal receiving and processing module is composed of an optical signal receiving unit, a signal recognition unit and an interference shielding unit. The optical signal receiving unit adopts a highly sensitive photoelectric detector to capture the weak optical signal emitted by the optical track identification module at the train end and convert it into an electrical signal. The signal recognition unit processes the converted electrical signal and extracts the train identity information carried therein by analyzing the waveform, frequency and amplitude characteristics of the electrical signal. The signal recognition unit sets a multiple feature comparison mechanism to verify and confirm the extracted information multiple times. The interference shielding unit adopts a combination of a shielding cover and a filtering circuit. The shielding cover can block the influence of external electromagnetic interference on the module, and the filtering circuit can filter out interference signals with a frequency close to that of the optical track identification signal. By selectively filtering signals of different frequencies, only train optical track identification signals within a specific frequency range are allowed to pass, thereby accurately obtaining the identity information of each train and transmitting it to the central control module.

5. According to claim 1, a train end optical track marking-platform mis-boarding prevention dynamic guidance system is characterized in that: The central control module constructs a hardware platform based on a central processing unit and a storage unit. At the software level, a transfer rule database is established to store the platform layout of the station, the transfer channels between trains on different lines, and the preset transfer rule information of the transfer time limit. After receiving the train identity information transmitted by the platform signal receiving and processing module and the transfer related information obtained by the information interaction module, the information is classified, sorted and stored. According to the information in the transfer rule database, a comprehensive analysis is performed on the current platform train stop situation and transfer demand. The optimal transfer path is determined by a multi-objective transfer path optimization formula, thereby determining the corresponding carriage position guidance plan for each train and the guidance plan for the transfer train platform and carriage. According to the remaining time of the train arrival, the number of passengers and the target distance, the priority of the light track display is dynamically adjusted using the dynamic light track priority decision formula to ensure that passengers can quickly pay attention to key guidance information, and these plans are converted into corresponding light track guidance instructions to provide accurate control signals for subsequent light track displays.

6. The EMU end optical track marking-platform mis-boarding prevention dynamic guidance system according to claim 1 is characterized in that: The central control module determines the best transfer path through a multi-objective transfer path optimization formula, and the formula is: ,in, is the optimal transfer path, Is the first The physical distance of the segment, Is the first The estimated walking time of the segment, Indicates the path The congestion index of the segment, is the dynamically adjusted weight coefficient.

7. The EMU end optical track marking-platform mis-boarding prevention dynamic guidance system according to claim 1 is characterized in that: The central control module uses a dynamic light track priority decision formula to dynamically adjust the priority of light track display, and the formula is: ,in, is the light track display priority value, is the remaining arrival time of the train, in minutes. is the number of passengers expected to take the train, Indicates the distance between the current position and the target car, in meters. It is a weighted coefficient, which is adjusted according to the real-time situation of the station. The central control module combines the transfer rule database, analyzes and calculates the received information, and generates light rail guidance instructions.

8. The EMU end optical track marking-platform mis-boarding prevention dynamic guidance system according to claim 1 is characterized in that: The platform light track display module uses LED light strips as core display components. The LED light strips are laid out according to the layout and guidance requirements of the platform to form light track paths of different shapes and directions. A driving circuit and a control circuit are arranged inside the module. The driving circuit provides driving current and voltage to the LED light strips according to the light track guidance instructions issued by the central control module, and controls the brightness and color of the LED light strips. The control circuit is responsible for realizing different display modes. The driving circuit controls the LED light strips to light up continuously in regular colors. For trains that need to transfer, the control circuit makes the LED light strips flash in special colors according to specific logic, and automatically adjusts the light track brightness according to the ambient light intensity to guide passengers to find the corresponding carriage. At the same time, according to the best path planned by the guidance instructions, the LED light strips at the corresponding positions are lit up in turn to form a continuous and clear transfer guidance light track, which intuitively provides guidance for passengers.

9. The EMU end optical track marking-platform mis-boarding prevention dynamic guidance system according to claim 1 is characterized in that: The platform light track display module automatically adjusts the light track brightness according to the ambient light intensity, and the adjustment formula is: ,in, is the actual display brightness, It is the basic brightness value. The basic brightness value is preset according to the performance of the light track display device and the display effect under the standard environment. is the current ambient light intensity, is the reference light intensity, that is, the set benchmark value, is the brightness adjustment factor.

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