Train arrival and departure information high-precision and accuracy improving method based on external interface system

Abstract

The invention provides a train arrival and departure information high-precision and accuracy improving method based on an external interface system, which comprises the following steps: step 1, determining the type of the external interface system which at least comprises a railway dispatching center interface and a station terminal interface, and acquiring train arrival and departure information through the external interface system, the train arrival and departure information comprises train number numbers, planned arrival time, planned departure time, actual arrival time, actual departure time and stop station numbers; 2, carrying out data preprocessing on the train arrival and departure information obtained in the step 1; 3, performing multi-interface data comparison on the preprocessed train arrival and departure information; step 4, abnormal data occurring in the multi-interface data comparison is verified; and step 5, outputting the high-precision train arrival and departure information passing the verification. According to the method, a brand new algorithm is established, so that the method adapts to various operation and fault scenes, and ATS server information can be correctly sent to an external system.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train technology, in particular to a method for improving high-precision accuracy of train arrival and departure information based on an external interface system. BACKGROUND

[0002] During the operation of the train control signal system, the ATS server provides train information such as real-time position, train number, car body number, and terminal station to the integrated monitoring (external system). After obtaining and processing the information, the external system serves as a client for the platform passenger guide screen and the platform broadcast system.

[0003] The existing ATS processing is completely applicable to the operation of general normal uplink and downlink trains, but in some special scenarios, there may be logical errors, resulting in logical errors in the train information obtained by the integrated monitoring client. For example, during operation, a train that skips multiple stations will omit the stop time at multiple intermediate stations during the calculation of the arrival time, resulting in the arrival time of the train that skips stops being earlier than that of the previous train, but in reality this is impossible (except for stations with crossover lines). This scenario is common for the last train followed by a return train at night. The information fed back to the platform passenger guide screen may be reversed, misleading passengers and even causing them to miss the last train, leading to passenger complaints.

[0004] If the ATS cannot identify the skip-stop operation line, manual modification of the configuration file is required, which is time-consuming and labor-intensive and is prone to errors or omissions. For many lines and different operation rules, more manpower and material resources will be required. SUMMARY

[0005] The present application provides a method for improving the high-precision accuracy of train arrival and departure information based on an external interface system. By establishing a new algorithm, it can adapt to various operation and fault scenarios, and the ATS server information can be accurately sent to the external system.

[0006] To achieve the above purpose, the present application adopts the following technical solutions: The method for improving the high-precision accuracy of train arrival and departure information based on an external interface system comprises: Step 1: Determine the type of the external interface system, which at least includes a railway dispatching center interface and a station terminal interface. Obtain train arrival and departure information through the external interface system, which includes train number, planned arrival time, planned departure time, actual arrival time, actual departure time, and stop platform number. Step 2: Data preprocessing of the train arrival and departure information obtained in step 1; Step 3: Multi-interface data comparison of the preprocessed train arrival and departure information; Step 4: Verify the abnormal data in the multi-interface data comparison; Step 5: Output the high-precision train arrival and departure information after verification.

[0007] In the present specification, the number of external interface systems in step 1 is at least two, and a data transmission redundancy mechanism is provided between each external interface system. When one of the external interface systems cannot transmit data, it automatically switches to another normal external interface system to continue obtaining train arrival and departure information.

[0008] In the present specification, the data preprocessing in step 2 includes the following operations: de-duplication processing of repeated data in train arrival and departure information, format uniformization processing of time data with inconsistent formats, and completion processing of missing stop platform number data, with the completion basis being the regular stop platform number in the historical same period operation record of the train.

[0009] In the present specification, the specific rules of the multi-interface data comparison in step 3 are as follows: taking the train arrival and departure information transmitted by the railway dispatching center interface as the reference data, and taking the train arrival and departure information transmitted by the station terminal interface as the comparison data, comparing the train number, planned arrival and departure time, actual arrival and departure time, and stop platform number of the two one by one. When the deviation of the comparison data from the reference data exceeds the preset deviation threshold, the comparison data is determined to be abnormal data.

[0010] In the present specification, the abnormal data verification method in step 4 is as follows: calling historical arrival and departure data and train operation diagram data, comparing the abnormal data with the arrival and departure information of the same train and same date period in the historical arrival and departure data, and checking whether the abnormal data matches the planned operation node in the train operation diagram data. If both match, the abnormal data is corrected. If neither matches, the abnormal data is marked and secondary data acquisition is triggered.

[0011] In the present specification, the historical arrival and departure data is derived from a railway operation database, which stores the arrival and departure information records of all trains in the past 12 months, and the record update frequency is consistent with the actual train arrival frequency.

[0012] In the present specification, the preset deviation threshold is dynamically adjusted according to the train type: when the train type is high-speed train, the deviation threshold of planned arrival and departure time and actual arrival and departure time is set to 5 minutes, and the stop platform number deviation threshold is set to 0; when the train type is a general speed train, the deviation threshold of planned arrival and departure time and actual arrival and departure time is set to 10 minutes, and the stop platform number deviation threshold is set to 0.

[0013] In the specification, after outputting the high-precision train arrival and departure information in step 5, an information synchronization step is further included: the output high-precision train arrival and departure information is synchronized to the electronic display system in the station, the passenger service APP and the train attendant terminal at a period of every 30 seconds, to ensure that the information obtained by each terminal is consistent.

[0014] In the specification, after marking the abnormal data in step 4, an alarm step is further included: a pop-up alarm information is sent to the dispatch terminal of the railway dispatch center, the alarm information contains the train number corresponding to the abnormal data, the abnormal field and the abnormal value, and the alarm time and the alarm processing personnel ID are recorded at the same time.

[0015] In the specification, a data storage step is further included: the high-precision train arrival and departure information output in step 5 is encrypted by using an AES-256 encryption algorithm, and the encrypted information is stored in a railway special cloud database, and the cloud database is set to have access permission control, and only authorized railway staff can query the data after verification.

[0016] In summary, the present application has at least the following beneficial effects: 1. Without additional hardware and material costs, only the logic algorithm of the improved software can improve the accuracy of the passenger guide interface information; 2. This set of algorithms does not need to be programmed independently for a certain operating line, and is suitable for all operating lines, greatly reducing the labor cost and time cost of improvement; 3. On the software algorithm, continuous optimization and improvement can be made according to the subsequent application effect, with low modification cost and no hardware or material loss or elimination; 4. The communication protocol of the external interface remains unchanged, and the processing logic of the comprehensive monitoring (client) external interface does not need to be changed, and this set of algorithms only optimizes the internal calculation logic of the ATS server. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0018] Figure 1 The schematic diagram of the train arrival and departure information high-precision accuracy improvement method based on the external interface system involved in the present application.

[0019] Figure 2 The schematic diagram of the train (Tr5) inserted into the uplink track area of the storage track involved in the present application.

[0020] Figure 3 A schematic diagram of a train (Tr3) deviating to the down track area for the up track area involved in the present application.

[0021] Figure 4 A schematic diagram of the normal operation train position of the up track area involved in the present application.

[0022] Figure 5 A schematic diagram of the jump-stop train (Tr3) scenario involved in the present application.

[0023] Figure 6 A schematic diagram of the fault train position tracking involved in the present application.

[0024] Figure 7 A schematic diagram of the overline station involved in the present application.

[0025] Figure 8 A schematic diagram of the up and down main line train sequence involved in the present application.

[0026] Figure 9 A schematic diagram of the train sequence flow involved in the present application. DETAILED DESCRIPTION

[0027] In the following, only certain exemplary embodiments are simply described. As those skilled in the art can recognize, the described embodiments can be modified in various different ways without departing from the spirit or scope of the embodiments of the present application. Therefore, the drawings and the description are considered to be exemplary in nature rather than limiting.

[0028] The following disclosure provides many different embodiments, or examples, for implementing different structures of the embodiments of the present application. For the purpose of simplifying the present application, the components and settings of specific examples are described in the following. Of course, they are only examples, and the purpose is not to limit the embodiments of the present application. In addition, the embodiments of the present application can repeatedly refer to numerals and / or reference letters in different examples, and such repetition is for the purpose of simplification and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed.

[0029] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0030] As Figure 1 shown, the present embodiment provides a train arrival and departure information high-precision accuracy improvement method based on an external interface system, which includes: Step 1: determine the type of external interface system, the external interface system at least includes a railway dispatch center interface and a station terminal interface, through which train arrival and departure information is obtained, the train arrival and departure information including train number, planned arrival time, planned departure time, actual arrival time, actual departure time and stopping platform number; Step 2: data preprocessing is performed on the train arrival and departure information obtained in step 1; Step 3: comparing the preprocessed train arrival and departure information with multi-interface data; Step 4: checking the abnormal data in the multi-interface data comparison; Step 5: output high-precision train arrival and departure information after verification.

[0031] In some embodiments, the number of external interface systems in step 1 is at least 2, and a data transmission redundancy mechanism is provided between each external interface system, when one of the external interface systems cannot transmit data, the system automatically switches to another normal external interface system to continue obtaining train arrival and departure information.

[0032] In some embodiments, the data preprocessing in step 2 includes the following operations: removing duplicate data in the train arrival and departure information, formatting uniform time data, and completing missing stopping platform number data, the completion basis being the regular stopping platform number in the historical same period operation record of the train.

[0033] In some embodiments, the specific rules of multi-interface data comparison in step 3 are: taking the train arrival and departure information transmitted by the railway dispatch center interface as the reference data, and taking the train arrival and departure information transmitted by the station terminal interface as the comparison data, comparing the train number, planned arrival and departure time, actual arrival and departure time and stopping platform number of the two respectively, when the deviation of the comparison data from the reference data exceeds the preset deviation threshold, the comparison data is determined as abnormal data.

[0034] In some embodiments, the abnormal data checking method in step 4 is: calling historical arrival and departure data and train operation diagram data, comparing the trend of the abnormal data with the arrival and departure information of the same train and same date range in the historical arrival and departure data, and checking whether the abnormal data matches the planned operation node in the train operation diagram data, if both match, the abnormal data is corrected, if both do not match, the abnormal data is marked and secondary data acquisition is triggered.

[0035] In some embodiments, the historical arrival and departure data is derived from a railway operation database, which stores the arrival and departure information records of all trains in the past 12 months, and the record update frequency is consistent with the actual arrival and departure frequency of the trains.

[0036] In some embodiments, the preset deviation threshold is dynamically adjusted according to the train type: when the train type is a high-speed train, the deviation threshold of the planned arrival and departure time and the actual arrival and departure time is set to 5 minutes, and the deviation threshold of the stopping platform number is set to 0; when the train type is a general speed train, the deviation threshold of the planned arrival and departure time and the actual arrival and departure time is set to 10 minutes, and the deviation threshold of the stopping platform number is set to 0.

[0037] In some embodiments, after outputting the high-precision train arrival and departure information in step 5, the information synchronization step is further included: the output high-precision train arrival and departure information is synchronized to the electronic display system in the station, the passenger service APP and the train crew terminal at a period of every 30 seconds, to ensure that the information obtained by each terminal is consistent.

[0038] In some embodiments, after marking the abnormal data in step 4, the alarm step is further included: a pop-up alarm information is sent to the dispatch terminal of the railway dispatch center, the alarm information includes the train number corresponding to the abnormal data, the abnormal field and the abnormal value, and the alarm time and the alarm processing personnel ID are recorded at the same time.

[0039] In some embodiments, the data storage step is further included: the high-precision train arrival and departure information output in step 5 is encrypted by using the AES-256 encryption algorithm, and the encrypted information is stored in the railway special cloud database, and the cloud database is set to access permission control, only authorized railway staff can query the data after verification.

[0040] The technical concept of the application is as follows: 1. Establishing train sequence: Train sequence is established for trains in the uplink and downlink main line areas. Two arrays with train objects as storage contents can be established on the software: uplink train sequence array in the main line, downlink train sequence data in the main line. When the train sequence changes, the train objects are removed and inserted in the corresponding sequence according to the position. This operation is suitable for train offline, or temporarily joining operation or returning to the warehouse from the storage track.

[0041] For example, Figure 2 , after inserting Tr5, the uplink train sequence in the main line is uplink train sequence [X] = {Tr1, Tr5, Tr3}; If Tr5 is from the main line to the storage track for standby, the uplink train sequence in the main line is removed uplink train sequence [X] = {Tr1, Tr3}; If the train is ordered to deviate from the original running line, the corresponding uplink and downlink train sequences need to be changed accordingly, for example Figure 3 ; Uplink train sequence in the main line = {Tr1, Tr5, Tr3} {Tr1, Tr5}; Positive line down train sequence [] {Tr3}.

[0042] 2. Define algorithm logic After the establishment of up and down train sequence, it can be defined as a train sequence scale. The purpose is to let ATS estimate the train arrival time, and the logic of the rear train cannot exceed the front train must be met.

[0043] 1) Normal operation For platform 1 object, ATS normally calculates the estimated arrival time of up train, and sends it to external interface (passenger guide screen, platform broadcast) according to the calculated result. At this time, the up train sequence is positive line up train sequence = {Tr7, Tr8, Tr1, Tr3}, and Tr5 is not inserted into the up train sequence because it is not in the up track area. The estimated arrival time of the train = the current interval running time of the train + the estimated stop time of the previous platform, such as Figure 4 , for platform 1, the estimated arrival time of Tr1 = the interval running time of Tr1 to platform 2 + the stop time of platform 2 + the interval running time to platform 1. The estimated arrival time of Tr8 = the interval running time of Tr8 to platform 1. Whenever the train departs from the platform, ATS recalculates and refreshes again to accurately estimate the arrival time and reduce the difference between the estimated stop time and the actual stop time.

[0044] 2) Train with skip stop / return train The above scenario assumes that Tr3 is a return train that does not stop at any station, but can only follow Tr1 (a normal operating station stop train). At this time, the logic algorithm is as follows: if the estimated arrival time of the last 4 trains at each platform object is calculated, for platform 1, Tr7, Tr8, Tr1 can be calculated according to the normal calculation logic, but Tr3 does not stop at platform 2 and platform 1, and its estimated arrival time may be earlier than Tr1 or even Tr8. The algorithm needs to have a logical judgment: compare the up train sequence established in real time, if the arrival time of the rear train is earlier than the front train, change the algorithm, that is, the arrival time of the rear train = the arrival time of the adjacent front train + the estimated following time X, otherwise calculate according to the normal logic.

[0045] Similarly, for platform 2, such as Figure 5 , estimate the arrival time of Tr1 and Tr3, and compare the train sequence. If there is no violation of the order before and after, calculate according to the normal logic. If the estimated arrival time of Tr3 still exceeds Tr1, change the algorithm similar to platform 1.

[0046] For the station ID through which the train jumps, the train information is still sent, but the arrival information reports "passing through the station". The unified sending logic can reduce the complexity of the code and facilitate passengers to identify the actual arrival of the train.

[0047] 3) Fault tracking train Fault train (loss of positioning, loss of communication, on-board unavailable), such as Figure 6 Tr1 is a non-communication train, and the ATS usually adopts the logic of axle section occupation idle switching to track the train. At this time, the fault train is still retained in the train sequence array until the fault train is removed after being put into the storage track. During this period, the fault train runs according to the speed limit estimation interval time of the manual restricted driving mode, and the subsequent controlled train is estimated according to the arrival time of the adjacent previous fault train + the following estimation time X. According to the ATS tracking, if the fault train is put into the storage track, it is removed from the train sequence. If the fault train jumps back to the depot, it is calculated according to the algorithm of the above-mentioned jump-back-to-depot train. For example Figure 6 Tr7, Tr8 relative to platform 2, the estimation time is not affected by the fault train Tr1.

[0048] 4) Following estimation time X If the following is a normal communication train, such as the front car of the above-mentioned jump-back-to-depot train, a shorter interval time is defined, such as 30s (a pre-defined constant); if the following is a non-communication train, since the non-communication train usually adopts a restricted manual driving mode, the speed is slower, and the interval running time is relatively longer, a relatively longer interval time can be pre-defined, such as 90s (a pre-defined constant); 5) Definition of train object properties The properties of the train object should include: train position; next station name; terminal station name; Define the train position to facilitate the ATS to compare the positions of the front and rear trains and update the train sequence array in time; if the train loses positioning, use the ATS to collect the occupied section according to the tracking logic; Define the next station stop name to facilitate the ATS to identify whether it belongs to a jump-stop train (relative to the station ID). If the next station ID is not the station ID, this string is assigned the value "passing through the station".

[0049] Define the terminal station to facilitate the transmission of this information to the external interface, which needs to be applied to the passenger guide screen and the platform broadcast.

[0050] 6) Special scenario of station with crossover line For example Figure 7For the platform with a passing track, the following train has the possibility of overtaking the previous train. Therefore, a function module needs to be added for the platform with a passing track to make logical judgments. Because even if there is a passing track, the line adjustment may not arrange the following train to overtake on the passing track. Therefore, the arrival time or the passing station needs to be judged according to the route situation discharged by the ATS for the platform, and the corresponding platform ID is sent. If the real-time position of the following train overtakes the previous train, the corresponding up or down train sequence is immediately corrected.

[0051] 3. Function implementation Under the premise of establishing the up and down train sequence (train object array), the logical algorithm described above is superimposed to more accurately send train information to external interfaces. And this method can cover known operation scenarios. There is no need to manually modify a certain running line. There will be no information confusion or misdirection of the guide and ride screen and platform broadcast.

[0052] As Figure 8 , the up and down main line train sequence is established in real time, and is dynamically updated.

[0053] As Figure 9 , for the up and down platform object, the arrival time is estimated and compared with the train sequence, and the corresponding calculation is made: The ATS knows all the up and down platform object IDs, and according to the algorithm function module, all platform object IDs are traversed through software. Figure 9 The ATS algorithm is described for a certain platform object ID, and the other platform object diagram is represented by …, which is omitted, and the same as the algorithm in the middle.

[0054] First, it is judged whether the platform object belongs to a passing track platform, because the passing track platform has more than 2 kinds of detour paths, and the algorithm must be considered.

[0055] If it is a passing track platform, and the platform does not arrange the passing track route, it is calculated as a normal platform (i.e. the passing track platform at this time is equivalent to a normal platform). If the passing track route is arranged, the regular platform track of the platform has been stopped by the previous train. The ATS needs to correct the train sequence, because the following train may overtake the previous train in this scenario. The key is to see who the regular platform track and the passing track platform stop the vehicle first. The scene is shown in Figure 7 .

[0056] If not the more line station platform (most cases), then according to the schedule for this platform object ID of the last time the 4 column train arrival time. If it contains a non-stop train, ATS estimated time may exceed the previous car (assuming train position in the 4 train ranked third, but the estimated time may be ranked second), because ATS do not know the logic of the car behind the car can not exceed the previous car, may be the position of the train with the second train arrival screen to passengers guide screen, resulting in misleading. At this time need to rely on Figure 9 train sequence in the, is also the focus of the present application.

[0057] All in the main line train position will report their actual position to the ATS, even if the train (non-communication train) will be located in the section through the track circuit or axle way to inform the ATS, ATS real-time maintenance of this train sequence, and each station estimated first arrival train with the train sequence check.

[0058] If the 4 column station estimated arrival time sequence and train position sequence, the normal estimate and send arrival time.

[0059] If the 4 train arrival time and the actual train position does not match (ie, occurred beyond), must be corrected. Assume the actual position of the train ranked third, arrival time ranked second, the first and second train in the train sequence according to the normal estimated time sent to the platform passenger guide screen; the third column due to non-stop, estimated arrival time does not comply with the actual logic, must be modified according to another algorithm.

[0060] First it must be later than the second train, then estimate whether the train is a normal communication train. If so, according to the normal CBTC tracking interval, based on the second train arrival time + moving block logic interval time. If it is a non-communication train, due to speed limit (usually <25km / h), then based on the second train arrival time + fixed block logic interval time to estimate the arrival time.

[0061] The core content of the present application is as follows: 1. According to the actual position of the train on the main line, establish an array with train object as an element; insert the array position, according to the actual position sequence of the train in the main line track area.

[0062] 2. According to the train on-line, off-line, and reserve cases, real-time add and remove train objects, add to the subscript position of the array according to the real-time position information of the train.

[0063] 3. Add the corresponding object attributes to all train objects, including train position, next station name, and terminal station name.

[0064] 4. Calculate the arrival time, compare with train sequence (array), and make logical judgment whether there is a super-pass that does not conform to logic. If there is a super-pass, the arrival time of the previous train + tracking interval time.

[0065] 5. The tail tracking interval is pre-defined with two different constants: the tracked previous train is a communication train, or the tracked non-communication train, and the interval is set to be extended accordingly.

[0066] 6. The overrunning line platform scenario is handled by adding an overrunning line platform function module.

[0067] 7. The ATS tracked train is calculated according to the train occupied section, and the speed limit is estimated in the manual limited mode, and the rear train is still not allowed to overtake the front train until the faulty train is processed or transferred.

[0068] 8. Whenever the platform train departs, the ATS re-estimates the time of the latest multiple arrival trains according to the platform ID and sends a message to inform the external interface.

[0069] The above-described embodiments are used to illustrate the present application, and are not intended to limit the present application, so the example value changes or equivalent element replacements should still belong to the scope of the present application.

[0070] From the above detailed description, it is clear to those skilled in the art that the present application can achieve the above-mentioned purposes, and has met the requirements of the Patent Law.

[0071] Although the preferred embodiments of the present application have been described, those skilled in the art can make further changes and modifications to the embodiments once they know the basic inventive concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application. The above description is only the preferred embodiments of the present application and is not intended to limit the present application. It should be noted that any modification, equivalent replacement and improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

[0072] It should be noted that the above description of the process is only for example and illustration, and does not limit the scope of the present application. Those skilled in the art can make various modifications and changes to the process under the guidance of the present application. However, these modifications and changes are still within the scope of the present application.

[0073] Having now described the basic concept of the application, and having demonstrated by the description herein given the manner of use of the application, it will be apparent to those skilled in the art for which the present application has been made that many modifications, substitutions and changes can be made by others skilled in the art, without departing from the spirit and scope of the application. Accordingly, the application is not intended to be limited to the examples described herein, but is to be accorded the full scope that resides in the art and claims appended hereto.

[0074] Also, the use of "one embodiment", "an embodiment", or "some embodiments" throughout this application, does not necessarily refer to the same embodiment, although it may. In addition, the various embodiments of the application can include a variety of features, structures, or characteristics not expressly mentioned herein. Furthermore, although the term "comprising" is used herein to describe and refer to certain features, structures, or characteristics, this term is used in the sense of "including" and is not used in the sense of "consisting only of". Thus, the term "comprising" is not intended to be limiting.

[0075] Similarly, it is to be noted that, although the term "comprising" can be used herein to describe and refer to certain features, structures, or characteristics, this term is also used in the sense of "consisting only of" and "consisting of" to describe and refer to various embodiments of the application. Thus, the term "comprising" is not intended to be limiting.

Claims

1. A method for improving high-precision accuracy of train arrival and departure information based on an external interface system, characterized in that , comprising: Step 1: determining the type of external interface system, the external interface system at least including a railway dispatch center interface and a station terminal interface, obtaining train arrival and departure information through the external interface system, the train arrival and departure information including train number, planned arrival time, planned departure time, actual arrival time, actual departure time and stopping platform number; Step 2: data preprocessing of the train arrival and departure information obtained in step 1; Step 3: comparing the preprocessed train arrival and departure information with multi-interface data; Step 4: checking the abnormal data in the multi-interface data comparison; Step 5: outputting high-precision train arrival and departure information after passing the check.

2. The method of claim 1, wherein the method is a method of improving the precision of train arrival and departure information based on an external interface system, characterized by, The number of external interface systems in step 1 is at least 2, and a data transmission redundancy mechanism is provided between each external interface system. When one of the external interface systems cannot transmit data, it automatically switches to another normal external interface system to continue obtaining train arrival and departure information.

3. The method of claim 1, wherein the method is a method of improving precision of train arrival and departure information based on an external interface system, characterized by, The data preprocessing in step 2 includes the following operations: removing duplicate data in the train arrival and departure information, formatting uniform time data, and completing missing stopping platform number data, with the historical regular stopping platform number of the train as the basis.

4. The method of claim 1, wherein the method is a method of improving precision of train arrival and departure information based on an external interface system, characterized by, The specific rules of the multi-interface data comparison in step 3 are: taking the train arrival and departure information transmitted by the railway dispatch center interface as the reference data, and taking the train arrival and departure information transmitted by the station terminal interface as the comparison data, comparing the train number, planned arrival and departure time, actual arrival and departure time and stopping platform number of the two one by one. When the deviation between the comparison data and the reference data exceeds the preset deviation threshold, the comparison data is determined to be abnormal data.

5. The method of claim 4, wherein the method is based on an external interface system, and The abnormal data checking method in step 4 is: calling historical arrival and departure data and train operation diagram data, comparing the trend of the abnormal data with the train arrival and departure information of the same train and same date range in the historical arrival and departure data, and checking whether the abnormal data matches the planned running node in the train operation diagram data. If both match, the abnormal data is corrected; if neither matches, the abnormal data is marked and secondary data acquisition is triggered.

6. The method of claim 5, wherein the method is based on an external interface system. The historical arrival and departure data comes from a railway operation database that stores the arrival and departure information records of all trains in the past 12 months, and the record update frequency is consistent with the actual train arrival frequency.

7. The method of claim 4, wherein the method is characterized by, The preset deviation threshold is dynamically adjusted according to the train type: when the train type is high-speed train, the deviation threshold of planned arrival and departure time and actual arrival and departure time is set to 5 minutes, and the deviation threshold of stopping platform number is set to 0; when the train type is a general speed train, the deviation threshold of planned arrival and departure time and actual arrival and departure time is set to 10 minutes, and the deviation threshold of stopping platform number is set to 0.

8. The method of claim 1, wherein the method is a method of improving precision of train arrival and departure information based on an external interface system, characterized by, After outputting the high-precision train arrival and departure information in step 5, it also includes an information synchronization step: the output high-precision train arrival and departure information is synchronized to the electronic display system in the station, the passenger service APP and the train crew terminal every 30 seconds, ensuring that the information obtained by each terminal is consistent.

9. The method of claim 5, wherein the method is a method of improving precision of train arrival and departure information based on an external interface system, characterized by, After the abnormal data is marked in step 4, an alarm step is further included: a pop-up alarm information is sent to a dispatch terminal of a railway dispatch center, the alarm information contains a train number corresponding to the abnormal data, an abnormal field and an abnormal value, and the alarm time and an alarm handler ID are recorded.

10. The method of claim 1, wherein the method is a method of improving precision of train arrival and departure information based on an external interface system, characterized by, A data storage step is further included: the high-precision train arrival and departure information output in step 5 is encrypted by using an AES-256 encryption algorithm, and the encrypted information is stored in a railway special cloud database, and the cloud database is set with access permission control, and only authorized railway staff can query the data after verification.

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