Rail transit intelligent dispatching method and system

Abstract

The embodiment of the application relates to the technical field of rail transit scheduling, and discloses a rail transit intelligent scheduling method and system, when it is known that rail transit vehicles need to be wirelessly upgraded, the rail transit intelligent scheduling method of the application first determines a target upgrading area according to passenger flow information, and intelligently schedules upstream rail transit vehicles and / or downstream rail transit vehicles according to position and time length information of the firmware upgrade while the vehicles are stopped in the target upgrading area for firmware upgrade, so that flexible scheduling adjustment of rail transit vehicle operation is carried out according to real-time conditions and upgrading requirements of the firmware upgrade, which can not only ensure passenger travel experience, but also avoid safety hazards and station congestion caused by the firmware upgrade.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit scheduling technology, in particular to a rail transit intelligent scheduling method and system. BACKGROUND

[0002] With the rapid development of urban rail transit systems and the improvement of intelligent level, wireless firmware upgrade has become an important means to ensure the stable operation of rail transit systems, improve service quality and safety. However, during the wireless firmware upgrade process, it is inevitable to have a certain impact on the passage of upstream and downstream vehicles and station congestion. The traditional scheduling method mainly relies on manual experience and temporary formulation of operation plans, and cannot be flexibly adjusted according to real-time conditions and upgrade requirements. This leads to a large impact on vehicle passage during firmware upgrade, a decline in passenger travel experience, and even potential safety hazards. SUMMARY

[0003] The main purpose of the present application is to provide a rail transit intelligent scheduling method and system, which aims to solve the technical problem that the existing rail transit system cannot be flexibly adjusted according to real-time conditions and upgrade requirements during wireless upgrade.

[0004] To achieve the above-mentioned purpose, in a first aspect, the present application provides a rail transit intelligent scheduling method applied to a rail transit scheduling system, the method comprising:

[0005] obtaining the current firmware version of the intelligent door lock of the target rail transit vehicle;

[0006] In the case that the firmware version of the intelligent door lock of the target rail transit vehicle needs to be upgraded, determining a target firmware upgrade zone according to real-time traffic flow, the target firmware upgrade zone being one of a first preset upgrade zone and a second preset upgrade zone, the first preset upgrade zone being a station area close to a departure location, and the second preset upgrade zone being a station area close to a terminal location;

[0007] When the target rail transit vehicle stops at the target firmware upgrade zone, controlling a station upgrade base station of the target firmware upgrade zone to be communicatively connected with the target rail transit vehicle and triggering a firmware upgrade instruction;

[0008] obtaining firmware upgrade information according to the firmware upgrade instruction;

[0009] sending a scheduling instruction to an upstream rail transit vehicle and / or a downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade information;

[0010] scheduling and managing the upstream rail transit vehicle and the downstream rail transit vehicle according to the scheduling and management instruction.

[0011] In a possible implementation, the target firmware upgrade area is determined according to the real-time traffic passenger flow, and the method comprises the following steps.

[0012] Obtaining the current passenger flow of the first preset upgrade area and the second preset upgrade area;

[0013] Determining the target firmware upgrade area according to the current passenger flow of the first preset upgrade area and the second preset upgrade area, wherein the preset upgrade area with a smaller current passenger flow is determined as the target firmware upgrade area.

[0014] In a possible implementation, the firmware upgrade information comprises firmware upgrade position information and firmware upgrade duration information, and the sending of the scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade information comprises the following steps.

[0015] The scheduling instruction is sent to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade position information and the firmware upgrade duration information, wherein the firmware upgrade position information comprises the first preset upgrade area and the second preset upgrade area.

[0016] In a possible implementation, the sending of the scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade position information and the firmware upgrade duration information comprises the following steps.

[0017] In the case that the firmware upgrade position is the first preset upgrade area, it is judged whether the firmware upgrade duration is greater than a first duration threshold value;

[0018] In the case that the firmware upgrade duration is less than or equal to the first duration threshold value, a first scheduling instruction is sent to the upstream rail transit vehicle of the target rail transit vehicle, and the first scheduling instruction is used to instruct the upstream rail transit vehicle of the target rail transit vehicle to perform passenger boarding delay;

[0019] In the case that the firmware upgrade duration is greater than the first duration threshold value, a second scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, and the second scheduling instruction is used to instruct the downstream rail transit vehicle of the target rail transit vehicle to schedule an empty vehicle to arrive at the firmware upgrade site after the firmware upgrade is completed.

[0020] In a possible implementation, before the sending of the first scheduling instruction to the upstream rail transit vehicle of the target rail transit vehicle, the method further comprises the following steps.

[0021] The delay duration of the passenger boarding delay of the upstream rail transit vehicle is determined according to the firmware upgrade duration, wherein the delay duration is less than or equal to the firmware upgrade duration.

[0022] The first scheduling instruction is generated according to a delay time length of the upstream rail transit vehicle for passenger drop-off delay, and the first scheduling instruction carries delay time length information of the upstream rail transit vehicle for passenger drop-off delay.

[0023] In a possible implementation, before the second scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, the method further includes:

[0024] The priority order of the empty rail transit vehicle for arriving at the firmware upgrade site is determined according to the firmware upgrade time length;

[0025] The second scheduling instruction is generated according to the priority order of the empty rail transit vehicle for arriving at the firmware upgrade site, and the second scheduling instruction carries priority order information of the empty rail transit vehicle for arriving at the firmware upgrade site.

[0026] In a possible implementation, the sending of the scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade position information and the firmware upgrade time length information includes:

[0027] In a case where the firmware upgrade position is a second preset upgrade area, it is determined whether the firmware upgrade time length is greater than a second time length threshold;

[0028] It is determined that the firmware upgrade time length is less than or equal to the second time length threshold, a third scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, and the third scheduling instruction is used to instruct the downstream rail transit vehicle of the target rail transit vehicle to perform passenger drop-off delay;

[0029] It is determined that the firmware upgrade time length is greater than the second time length threshold, a fourth scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, and the fourth scheduling instruction is used to instruct the downstream rail transit vehicle of the target rail transit vehicle to perform passenger drop-off delay and to increase the number of train services after firmware upgrade ends.

[0030] In a possible implementation, before the third scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, the method further includes:

[0031] The delay time length of the downstream rail transit vehicle for passenger drop-off delay is determined according to the firmware upgrade time length, and the delay time length is greater than or equal to the firmware upgrade time length;

[0032] The third scheduling instruction is generated according to the delay time length of the upstream rail transit vehicle for passenger drop-off delay, and the third scheduling instruction carries delay time length information of the downstream rail transit vehicle for passenger drop-off delay.

[0033] In a possible implementation, before the fourth scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, the method further includes:

[0034] The number of train departures and the departure time interval are determined according to the firmware upgrade duration.

[0035] The fourth scheduling instruction is generated according to the number of train departures and the departure time interval, and the fourth scheduling instruction carries the number of train departure information and the departure time interval information.

[0036] In a second aspect, the embodiments of the present application further provide a rail transit scheduling system, including a memory and a processor, the memory is used to store program code, and the processor is used to call the program code to execute the method of the first aspect.

[0037] Compared with the prior art, the rail transit intelligent scheduling method provided by the embodiments of the present application first acquires the current firmware version of the intelligent door lock of the target rail transit vehicle, in the case that the firmware version of the intelligent door lock of the target rail transit vehicle needs to be upgraded, determines the target firmware upgrade area according to the real-time traffic passenger flow, when the target rail transit vehicle stops at the target firmware upgrade area, controls the station upgrade base station of the target firmware upgrade area to be communicatively connected with the target rail transit vehicle, and triggers a firmware upgrade instruction; then acquires firmware upgrade information according to the firmware upgrade instruction; then sends a scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade information; finally, the upstream rail transit vehicle and / or the downstream rail transit vehicle are scheduled and managed according to the scheduling management instruction. That is, when it is determined that the rail transit vehicle needs to be wirelessly upgraded, first, the target upgrade area is determined according to the passenger flow information, the upstream rail transit vehicle and / or the downstream rail transit vehicle are intelligently scheduled according to the position and duration information of the firmware upgrade while the vehicle stops at the target upgrade area for firmware upgrade. In this way, the flexible scheduling adjustment of the rail transit vehicle operation is carried out according to the real-time situation and upgrade demand of the firmware upgrade, which not only ensures the passenger travel experience, but also avoids the safety hazards and station traffic congestion caused by the firmware upgrade. BRIEF DESCRIPTION OF DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained according to the structures shown in these drawings without any creative labor.

[0039] Figure 1A schematic diagram of a rail transit upgrading base station layout state in some embodiments of the present application;

[0040] Figure 2 A process schematic diagram of a rail transit intelligent scheduling method in some embodiments of the present application;

[0041] Figure 3 A hardware structure schematic diagram of a rail transit scheduling system in some embodiments of the present application.

[0042] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0043] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0044] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present application are only used to explain the relative positional relationship, movement condition, etc. between components in a certain posture (as shown in the drawings), and if the certain posture changes, the directional indications also change accordingly.

[0045] In addition, the description of "first", "second" and the like in the present application is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the technical features indicated or implicitly indicating the number of technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In addition, "and / or" throughout the text includes three solutions, taking A and / or B as an example, including A technical solution, B technical solution, and A and B simultaneously meet the technical solution; in addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the realization of those of ordinary skill in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor is it within the scope of protection claimed by the present application.

[0046] With the rapid development of urban rail transit systems and the improvement of intelligent level, wireless firmware upgrade has become an important means to ensure the stable operation of rail transit systems, improve service quality and safety. However, during the wireless firmware upgrade process, it is inevitable to have a certain impact on the passing of upstream and downstream vehicles and station congestion. The traditional scheduling method mainly relies on manual experience and temporary formulation of operation plan, and cannot be flexibly adjusted according to real-time conditions and upgrade requirements. This leads to a large impact on vehicle passing during firmware upgrade, a decline in passenger travel experience, and even potential safety hazards.

[0047] To solve the above problems, the present application proposes an intelligent scheduling method for rail transit. The method is applied to a rail transit scheduling system, which includes a station upgrade base station (200 / 300) arranged at a station. When a vehicle approaches the station upgrade base station, it establishes a wireless communication connection (local area network or Bluetooth connection, etc.) with the station upgrade base station. After the connection is successful and the upgrade instruction is triggered, the station upgrade base station transmits the upgrade package to the target vehicle to complete the firmware upgrade. The vehicle can use the boarding time to perform firmware upgrade while boarding passengers. However, since the time required for upgrade is generally longer than the boarding time, additional waiting time is needed to complete the complete or partial upgrade of the firmware. The additional waiting time will affect the riding experience of upstream and downstream passengers and the driving safety of upstream and downstream vehicles. Therefore, temporary adjustment of upstream and downstream rail transit vehicles is needed to ensure passenger travel experience and avoid safety hazards and station congestion caused by firmware upgrade.

[0048] The overall idea of the intelligent scheduling method for rail transit is as follows: when it is determined that a rail transit vehicle 1 needs to perform wireless firmware upgrade, first, determine the target upgrade area according to passenger flow information. The vehicle stops at the target upgrade area for firmware upgrade, and at the same time, intelligently schedules the upstream rail transit vehicle and / or the downstream rail transit vehicle according to the position of firmware upgrade and the time required for firmware upgrade. In this way, flexible adjustment of rail transit vehicle operation according to real-time conditions and upgrade requirements of firmware upgrade can not only ensure passenger travel experience, but also avoid safety hazards and station congestion caused by firmware upgrade.

[0049] It should be noted that the functional modules of rail transit vehicle firmware upgrade mainly include door locks and other functional intelligent modules. To avoid the problem that the firmware upgrade area set at the departure point position or the stopping point position cannot utilize the boarding time for firmware upgrade, thereby leading to low upgrade efficiency, the firmware upgrade area of the present application is set at the station area close to the departure position or the station area close to the terminal position, for example, both are set at the third station position away from the departure position or the fourth station position away from the terminal position. In this way, the firmware upgrade can be performed using the boarding time, thereby improving the upgrade efficiency.

[0050] As Figures 1-2 shown, the following will mainly describe the specific steps of the intelligent scheduling method of rail transit, it should be pointed out that although the logical order is shown in the flow chart, in some cases, the steps shown or described can be performed in an order different from that here. Please refer to the attached Figure 2 , the method comprises the following steps:

[0051] S100, obtaining the current firmware version of the intelligent door lock of the target rail transit vehicle;

[0052] There are many ways to obtain the current firmware version of the intelligent door lock of the target rail transit vehicle 100, for example, directly reading the firmware version information from the cloud server; it can also send firmware version acquisition information to the rail transit vehicle, and the rail transit vehicle sends relevant firmware version information to the rail transit scheduling system after receiving the acquisition information. After obtaining the current firmware version of the intelligent door lock, it can be compared with the firmware version stored in the server or rail transit scheduling system to determine whether it needs to be updated and upgraded.

[0053] S200, in the case that the firmware version of the intelligent door lock of the target rail transit vehicle needs to be upgraded, determining the target firmware upgrade area according to the real-time traffic passenger flow, the target firmware upgrade area is one of the first preset upgrade area and the second preset upgrade area, the first preset upgrade area is the station area close to the departure location, and the second preset upgrade area is the station area close to the terminal location;

[0054] It can be understood that when the firmware version of the intelligent door lock of the target rail transit vehicle is low, it means that the firmware version of the intelligent door lock of the target rail transit vehicle needs to be upgraded, and the upgrade site needs to consider the passenger flow information of the upgrade site. When the passenger flow of the upgrade site is large, upgrading at this site will cause a large number of passengers to stay and wait, thereby causing serious congestion at the station.

[0055] In order to reduce the congestion burden of a single upgrade site on traffic, the embodiment of the application sets two firmware upgrade areas, namely the first preset upgrade area close to the departure location and the second preset upgrade area close to the terminal location, as Figure 1 shown, the upgrade base station 200 is located in the first preset upgrade area, and the upgrade base station 300 is located in the second preset upgrade area.

[0056] In an embodiment, the step S200 of determining the target firmware upgrade area according to the real-time traffic passenger flow comprises:

[0057] S210, obtaining the current passenger flow of the first preset upgrade area and the second preset upgrade area;

[0058] S220, determining a target firmware upgrade area according to the current passenger flow of the first preset upgrade area and the second preset upgrade area, wherein the preset upgrade area with smaller current passenger flow is determined as the target firmware upgrade area.

[0059] Specifically, the target firmware upgrade area is determined according to the current real-time passenger flow of the first preset upgrade area and the second preset upgrade area, and the preset upgrade area with smaller current passenger flow is selected as the target firmware upgrade area for the firmware upgrade of the rail transit vehicle.

[0060] In other embodiments, the average passenger flow of the firmware upgrade area in the same day, the same week or the same month can also be counted to determine the target firmware upgrade area, that is, the preset upgrade area with smaller average passenger flow is selected as the target firmware upgrade area for the firmware upgrade of the rail transit vehicle. In this way, selecting the preset upgrade area with smaller passenger flow as the target firmware upgrade area for the firmware upgrade of the rail transit vehicle can reduce the total waiting time of passengers, thereby reducing the probability of station congestion.

[0061] For example, when the passenger flow of the first preset upgrade area is small, the first preset upgrade area can be selected for the firmware upgrade of the rail transit vehicle, and when the passenger flow of the second preset upgrade area is small, the second preset upgrade area can be selected for the firmware upgrade of the rail transit vehicle, thereby reducing the congestion burden of the station.

[0062] S300, when the target rail transit vehicle stops at the target firmware upgrade area, controlling the station upgrade base station of the target firmware upgrade area to be communicatively connected with the target rail transit vehicle and triggering a firmware upgrade instruction;

[0063] After the target firmware upgrade area is determined, when the target rail transit vehicle travels and stops at the target firmware upgrade area, the station upgrade base station of the target firmware upgrade area is controlled to be communicatively connected with the target rail transit vehicle and a firmware upgrade instruction is triggered. At this time, the upgrade base station 200 or the upgrade base station 300 sends an upgrade package to the target rail transit vehicle through a wireless network (such as a local area network or Bluetooth) to perform firmware upgrade. Since the time of firmware upgrade is greater than the set passenger boarding time, temporary vehicle scheduling of upstream and downstream rail transit vehicles is required at this time to ensure the stable and safe operation of the entire rail transit.

[0064] S400, obtaining firmware upgrade information according to the firmware upgrade instruction;

[0065] The firmware upgrade information includes the position information of the upgrade station at this time, for example, whether the upgrade station is in the first preset upgrade area or the second preset upgrade area. The firmware upgrade information also includes the time required for firmware upgrade, which can be estimated and determined according to the data transmission rate and the size of the data packet.

[0066] S500, sending a scheduling instruction to an upstream rail transit vehicle and / or a downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade information;

[0067] In an embodiment, the scheduling instruction can be sent to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade information, in another embodiment, the scheduling instruction can also be sent to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade duration information, and in other embodiments, the scheduling instruction can also be sent to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade location information and the firmware upgrade duration information.

[0068] In an embodiment, the scheduling instruction is sent to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade location information and the firmware upgrade duration information, comprising:

[0069] S510, judging whether the firmware upgrade duration is greater than a first duration threshold value in a case that the firmware upgrade location is a first preset upgrade area;

[0070] S520, determining that the firmware upgrade duration is less than or equal to the first duration threshold value, and sending a first scheduling instruction to the upstream rail transit vehicle of the target rail transit vehicle, the first scheduling instruction being used for instructing the upstream rail transit vehicle of the target rail transit vehicle to perform passenger boarding delay;

[0071] S530, determining that the firmware upgrade duration is greater than the first duration threshold value, and sending a second scheduling instruction to the downstream rail transit vehicle of the target rail transit vehicle, the second scheduling instruction being used for instructing the downstream rail transit vehicle of the target rail transit vehicle to dispatch an empty vehicle to arrive at the firmware upgrade site after the firmware upgrade ends.

[0072] Specifically, when the firmware upgrade location is in the upgrade area close to the departure location (the upgrade base station 200 location), firstly, it is judged whether the firmware upgrade duration is greater than the first duration threshold value. Since there are many upstream sites, the range affected by the firmware upgrade is large, therefore, when the firmware upgrade duration is short (less than or equal to the first duration threshold value), the upstream rail transit vehicle can be controlled to appropriately perform passenger boarding delay, so as to reduce the waiting time of the upstream passengers, thereby improving the riding experience of the upstream passengers. When the firmware upgrade duration is long (greater than the first duration threshold value), at this time, it is impossible to effectively solve the congestion problem of the upgrade site and its upstream by only prolonging the passenger boarding time of the upstream rail transit vehicle, at this time, the downstream rail transit vehicle is controlled to dispatch an empty vehicle to arrive at the firmware upgrade site after the firmware upgrade ends, so that the congestion phenomenon of the upgrade site and its upstream can be quickly relieved.

[0073] In an embodiment, before the step S520 of sending the first scheduling instruction to the upstream rail transit vehicle of the target rail transit vehicle, further comprising:

[0074] S521, determining a delay time length of the upstream rail transit vehicle for passenger boarding delay according to the firmware upgrade time length, wherein the delay time length is less than or equal to the firmware upgrade time length;

[0075] S522, generating the first scheduling instruction according to the delay time length of the upstream rail transit vehicle for passenger boarding delay, wherein the first scheduling instruction carries delay time length information of the upstream rail transit vehicle for passenger boarding delay.

[0076] Specifically, the delay time length of the upstream rail transit vehicle for passenger boarding delay can be determined according to the firmware upgrade time length, and the delay time length is less than or equal to the firmware upgrade time length (for example, the delay time length is 80% of the firmware upgrade time length). In this way, not only can the congestion phenomenon of the upgrade site and its upstream be maximized reduced, but also the target rail transit vehicle can be ensured to be able to immediately depart and pass after the upgrade is completed.

[0077] In an embodiment, before the step S530 of sending the second scheduling instruction to the downstream rail transit vehicle of the target rail transit vehicle, further comprising:

[0078] S531, determining a priority order of scheduling empty vehicles to arrive at the firmware upgrade site according to the firmware upgrade time length;

[0079] S532, generating the second scheduling instruction according to the priority order of scheduling empty vehicles to arrive at the firmware upgrade site, wherein the second scheduling instruction carries priority order information of scheduling empty vehicles to arrive at the firmware upgrade site.

[0080] Specifically, the priority order of scheduling empty vehicles to arrive at the firmware upgrade site can be determined according to the firmware upgrade time length. For example, when the firmware upgrade time length is relatively small, the congestion phenomenon of the upgrade site and its upstream is not obvious, and two vehicles can be preferentially sent to arrive at the firmware upgrade site (for passenger boarding), and then an empty vehicle can be sent to directly arrive at the firmware upgrade site (for no passenger boarding). When the firmware upgrade time length is relatively large, the congestion phenomenon of the upgrade site and its upstream is very obvious, and an empty vehicle can be preferentially sent to directly arrive at the firmware upgrade site (for no passenger boarding). In this way, the congestion phenomenon of the upgrade site and its upstream can be quickly relieved.

[0081] In another embodiment, the scheduling instruction is sent to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade position information and the firmware upgrade time length information, comprising:

[0082] S540, in the case that the firmware upgrade position is the second preset upgrade area, judging whether the firmware upgrade duration is greater than a second duration threshold value;

[0083] S550, determining that the firmware upgrade duration is less than or equal to the second duration threshold value, sending a third scheduling instruction to the downstream rail transit vehicle of the target rail transit vehicle, the third scheduling instruction being used for instructing the downstream rail transit vehicle of the target rail transit vehicle to perform passenger boarding delay;

[0084] S560, determining that the firmware upgrade duration is greater than the second duration threshold value, sending a fourth scheduling instruction to the downstream rail transit vehicle of the target rail transit vehicle, the fourth scheduling instruction being used for instructing the downstream rail transit vehicle of the target rail transit vehicle to perform passenger boarding delay and to increase the train number after the firmware upgrade is completed.

[0085] Specifically, when the firmware upgrade position is in the upgrade area close to the terminal position (the upgrade base station 300 position), firstly, it is judged whether the firmware upgrade duration is greater than a second duration threshold value (the second duration threshold value can be the same as or different from the first duration threshold value). Since there are many downstream stations, the range affected by the firmware upgrade is large. Therefore, when the firmware upgrade duration is small (less than or equal to the second duration threshold value), the downstream rail transit vehicle of the target rail transit vehicle is controlled to perform passenger boarding delay, so as to reduce the waiting duration of the downstream passengers. When the firmware upgrade duration is large (greater than the second duration threshold value), only the passenger boarding duration of the downstream rail transit vehicle is prolonged, which cannot solve the congestion phenomenon of the upgrade station and the downstream stations thereof. At this time, the downstream rail transit vehicle of the target rail transit vehicle is controlled to perform passenger boarding delay and to increase the train number after the firmware upgrade is completed, so as to alleviate the congestion phenomenon of the upgrade station and the downstream stations thereof.

[0086] In an embodiment, before the step S550, the method further includes:

[0087] S551, determining the delay duration of the downstream rail transit vehicle for passenger boarding delay according to the firmware upgrade duration, wherein the delay duration is greater than or equal to the firmware upgrade duration;

[0088] S552, generating the third scheduling instruction according to the delay duration of the upstream rail transit vehicle for passenger boarding delay, the third scheduling instruction carrying the delay duration information of the downstream rail transit vehicle for passenger boarding delay.

[0089] Specifically, the delay time length of the passenger drop-off delay of the downstream rail transit vehicle can be determined according to the firmware upgrade time length, and the delay time length is greater than or equal to the firmware upgrade time length (for example, the delay time length is 110% of the firmware upgrade time length), so that the downstream rail transit vehicle can start running immediately after the target rail transit vehicle completes the upgrade.

[0090] In an embodiment, before the step S560 of sending the fourth scheduling instruction to the downstream rail transit vehicle of the target rail transit vehicle, the method further comprises:

[0091] determining the number of increased train services and the departure time interval according to the firmware upgrade time length;

[0092] generating the fourth scheduling instruction according to the number of increased train services and the departure time interval, the fourth scheduling instruction carrying the number of increased train services information and the departure time interval information.

[0093] Specifically, the number of increased train services and the departure time interval can be determined according to the firmware upgrade time length. When the firmware upgrade time length is relatively small, the congestion phenomenon at the upgrade site and downstream thereof is not obvious, and the number of increased train services can be controlled at a lower level (such as 1-2 vehicles), and the departure time interval can be longer (for example, 80% of the normal departure interval). When the firmware upgrade time length is relatively large, the congestion phenomenon at the upgrade site and downstream thereof is very obvious, and the number of increased train services can be controlled at a higher level (such as 2 vehicles or more), and the departure time interval can be shorter (for example, 50% of the normal departure interval), so that the congestion phenomenon at the upgrade site and downstream thereof can be relieved in time and quickly.

[0094] It should be noted that the above scheduling control and management steps can generate scheduling management instructions first, and then perform corresponding scheduling management actions according to the scheduling management instructions. The scheduling management instructions can be the first scheduling instruction, the second scheduling instruction, the third scheduling instruction, and the fourth scheduling instruction mentioned above.

[0095] S600, according to the scheduling management instruction, scheduling management is performed on the upstream rail transit vehicle and the downstream rail transit vehicle.

[0096] After obtaining the scheduling management instruction (the first scheduling instruction, the second scheduling instruction, the third scheduling instruction, and the fourth scheduling instruction), the upstream rail transit vehicle and the downstream rail transit vehicle are subjected to corresponding scheduling management according to the scheduling management instruction.

[0097] Based on this, when it is known that the rail transit vehicle needs to perform wireless firmware upgrade, the rail transit intelligent scheduling method of the application first determines the target upgrade area according to the passenger flow information, and controls the upstream rail transit vehicle and / or the downstream rail transit vehicle to perform intelligent scheduling according to the position and time length information of the firmware upgrade while the vehicle is parked in the target upgrade area for firmware upgrade. In this way, flexible scheduling adjustment of the rail transit vehicle operation is performed according to the real-time situation and upgrade demand of the firmware upgrade, which not only ensures the passenger travel experience, but also avoids the safety hazards and station congestion caused by firmware upgrade.

[0098] The application also provides a rail transit scheduling system, please refer to the attached Figure 3 , Figure 3 The rail transit scheduling system provided by some embodiments of the application provides a hardware structure schematic diagram; the rail transit scheduling system includes a memory 110 and a processor 120, the memory 110 is used to store program code, and the processor 120 is used to call the program code to execute the method as described above.

[0099] The processor 120 is configured to provide computing and control capabilities to control the rail transit scheduling system to perform corresponding tasks, for example, to control the rail transit scheduling system to perform the rail transit intelligent scheduling method in any of the above method embodiments, the method including: acquiring the current firmware version of the intelligent door lock of the target rail transit vehicle; in the case that the firmware version of the intelligent door lock of the target rail transit vehicle needs to be upgraded, determining the target firmware upgrade area according to the real-time traffic passenger flow, the target firmware upgrade area being one of a first preset upgrade area and a second preset upgrade area, the first preset upgrade area being a station area close to a departure location, and the second preset upgrade area being a station area close to a terminal location; when the target rail transit vehicle is parked in the target firmware upgrade area, controlling the station upgrade base station of the target firmware upgrade area to be communicatively connected with the target rail transit vehicle and triggering a firmware upgrade instruction; acquiring firmware upgrade information according to the firmware upgrade instruction; sending a scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade information; and performing scheduling management on the upstream rail transit vehicle and the downstream rail transit vehicle according to the scheduling management instruction.

[0100] The processor 120 can be a general processor, including a central processing unit (CPU), a network processor (NP), a hardware chip, or any combination thereof; and can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The PLD can be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof.

[0101] The memory 110, as a non-transitory computer readable storage medium, can be used to store non-transitory software programs, non-transitory computer executable programs and modules, such as program instructions / modules corresponding to the intelligent rail transit scheduling method in the embodiments of the present application. The processor 120 can implement the intelligent rail transit scheduling method in any of the above method embodiments by running the non-transitory software programs, instructions and modules stored in the memory 110.

[0102] Specifically, the memory 110 can include a volatile memory (VM), such as a random access memory (RAM); the memory 110 can also include a non-volatile memory (NVM), such as a read-only memory (ROM), a flash memory, a hard disk drive (HDD) or a solid-state drive (SSD), or other non-transitory solid-state storage devices; and the memory 110 can also include a combination of the above types of memories.

[0103] In summary, the rail transit scheduling system of the present application adopts the technical solutions of any one of the above intelligent rail transit scheduling method embodiments, and therefore at least has the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0104] The embodiment of the present application further provides a computer readable storage medium, for example, a memory including program codes, which can be executed by a processor to complete the track intelligent dispatching method in the above embodiment. For example, the computer readable storage medium can be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD ROM), a magnetic tape, a floppy disk and an optical data storage device, etc.

[0105] The embodiment of the present application further provides a computer program product, which includes one or more program codes stored in a computer readable storage medium. The processor of the track dispatching system reads the program codes from the computer readable storage medium, and the processor executes the program codes to complete the track intelligent dispatching method steps provided in the above embodiment.

[0106] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by hardware, or by program codes related hardware, and the program can be stored in a computer readable storage medium. The storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc.

[0107] It should be noted that the above-described device embodiments are only schematic, and the units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, i.e. they can be located in one place, or distributed on multiple network units. Part or all of the modules can be selected according to actual needs to achieve the purpose of the embodiment.

[0108] Through the above description of the embodiments, those skilled in the art can clearly understand that the embodiments can be realized by means of software plus a general hardware platform, and of course, can also be realized by hardware. Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by a computer program to instruct related hardware, and the program can be stored in a computer readable storage medium. When the program is executed, it can include the processes of the above-mentioned embodiment methods. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM) or a random access memory (RAM), etc.

[0109] The above merely describes the preferred embodiments of the present application, and is not intended to limit the patent scope of the present application. Any equivalent structural changes made according to the content of the present application specification and drawings, or direct / indirect application in other related technical fields, are included in the patent protection scope of the present application.

Claims

1. A rail transit intelligent scheduling method applied to a rail transit scheduling system, characterized in that, The method comprises: acquiring a current firmware version of an intelligent door lock of a target rail transit vehicle; in a case where the firmware version of the intelligent door lock of the target rail transit vehicle needs to be upgraded, determining a target firmware upgrade zone according to real-time traffic passenger flow, the target firmware upgrade zone being one of a first preset upgrade zone and a second preset upgrade zone, the first preset upgrade zone being a station area close to a departure location, and the second preset upgrade zone being a station area close to a terminal location; when the target rail transit vehicle stops at the target firmware upgrade zone, controlling a station upgrade base station of the target firmware upgrade zone to be communicatively connected with the target rail transit vehicle and triggering a firmware upgrade instruction; acquiring firmware upgrade information according to the firmware upgrade instruction; sending a scheduling instruction to an upstream rail transit vehicle and / or a downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade information; scheduling and managing the upstream rail transit vehicle and the downstream rail transit vehicle according to the scheduling instruction.

2. The intelligent scheduling method for rail transit according to claim 1, wherein, The determination of the target firmware upgrade zone according to the real-time traffic passenger flow comprises: acquiring current passenger flow of the first preset upgrade zone and the second preset upgrade zone; determining the target firmware upgrade zone according to the current passenger flow of the first preset upgrade zone and the second preset upgrade zone, wherein a preset upgrade zone with smaller current passenger flow is determined as the target firmware upgrade zone.

3. The intelligent scheduling method for rail transit according to claim 1, wherein, The firmware upgrade information comprises firmware upgrade location information and firmware upgrade duration information, and the sending of the scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade information comprises: sending the scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade location information and the firmware upgrade duration information, wherein the firmware upgrade location information comprises the first preset upgrade zone and the second preset upgrade zone.

4. The intelligent scheduling method for rail transit according to claim 3, characterized in that, The sending of the scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade location information and the firmware upgrade duration information comprises: in a case where the firmware upgrade location is the first preset upgrade zone, determining whether the firmware upgrade duration is greater than a first duration threshold; determining that the firmware upgrade duration is less than or equal to the first duration threshold, and sending a first scheduling instruction to the upstream rail transit vehicle of the target rail transit vehicle, the first scheduling instruction being used to instruct the upstream rail transit vehicle of the target rail transit vehicle to perform passenger boarding delay; determining that the firmware upgrade duration is greater than the first duration threshold, and sending a second scheduling instruction to the downstream rail transit vehicle of the target rail transit vehicle, the second scheduling instruction being used to instruct the downstream rail transit vehicle of the target rail transit vehicle to schedule an empty vehicle to arrive at the firmware upgrade station after the firmware upgrade ends.

5. The intelligent scheduling method for rail transit according to claim 4, wherein, Before the sending of the first scheduling instruction to the upstream rail transit vehicle of the target rail transit vehicle, the method further comprises: determining a delay duration of passenger boarding delay of the upstream rail transit vehicle according to the firmware upgrade duration, wherein the delay duration is less than or equal to the firmware upgrade duration. The first scheduling instruction is generated according to a delay time length of the upstream rail transit vehicle for passenger drop-off delay, and the first scheduling instruction carries delay time length information of the upstream rail transit vehicle for passenger drop-off delay.

6. The intelligent dispatching method of rail transit according to claim 4, wherein, Before the second scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, the method further includes: The priority order of the empty rail transit vehicle arriving at the firmware upgrade site is determined according to the firmware upgrade time length; The second scheduling instruction is generated according to the priority order of the empty rail transit vehicle arriving at the firmware upgrade site, and the second scheduling instruction carries priority order information of the empty rail transit vehicle arriving at the firmware upgrade site.

7. The intelligent scheduling method for rail transit according to claim 3, wherein, The sending of the scheduling instruction to the upstream rail transit vehicle and / or the downstream rail transit vehicle of the target rail transit vehicle according to the firmware upgrade position information and the firmware upgrade time length information includes: In a case where the firmware upgrade position is a second preset upgrade area, it is determined whether the firmware upgrade time length is greater than a second time length threshold; In a case where the firmware upgrade time length is greater than the second time length threshold, a fourth scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, and the fourth scheduling instruction is used to instruct the downstream rail transit vehicle of the target rail transit vehicle to perform passenger drop-off delay and to increase the number of train departures after firmware upgrade is completed. In a case where the firmware upgrade time length is greater than the second time length threshold, a fourth scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, and the fourth scheduling instruction is used to instruct the downstream rail transit vehicle of the target rail transit vehicle to perform passenger drop-off delay and to increase the number of train departures after firmware upgrade is completed. 8.The intelligent scheduling method for rail transit according to claim 7, wherein, Before the third scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, the method further includes: The delay time length of the downstream rail transit vehicle for passenger drop-off delay is determined according to the firmware upgrade time length, and the delay time length is greater than or equal to the firmware upgrade time length; The third scheduling instruction is generated according to the delay time length of the downstream rail transit vehicle for passenger drop-off delay, and the third scheduling instruction carries delay time length information of the downstream rail transit vehicle for passenger drop-off delay.

9. The rail transit intelligent dispatching method of claim 7, wherein, Before the fourth scheduling instruction is sent to the downstream rail transit vehicle of the target rail transit vehicle, the method further includes: The number of increased train departures and the train departure time interval are determined according to the firmware upgrade time length; The fourth scheduling instruction is generated according to the number of increased train departures and the train departure time interval, and the fourth scheduling instruction carries number information of the increased train departures and train departure time interval information.

10. A rail transit dispatching system, characterized in that, The device includes a memory and a processor, the memory is used to store program code, and the processor is used to call the program code to execute the method according to any one of claims 1 to 9.

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