High-speed rail platform safe riding system and method

Abstract

The invention discloses a high-speed rail platform safe riding system and method, and belongs to the technical field of high-speed rails, and the method comprises the following steps: obtaining passenger flow information, the passenger flow information comprising theoretical boarding people number and theoretical getting-off people number; determining predicted boarding people number and predicted getting-off people number based on the passenger flow information; determining a predicted boarding luggage amount based on the predicted boarding number of people; predicting a get-off luggage amount based on the predicted get-off number of people; determining a space equivalent based on the predicted boarding number of people, the predicted getting-off number of people, the predicted boarding luggage amount and the predicted getting-off luggage amount; and determining the opening mode of the platform door based on the space equivalent, the first equivalent threshold and the second equivalent threshold. When the passenger flow volume is large, the situation that passengers walk in the length direction of the train and get on and off the train normally is influenced can be avoided, the passenger flow is separated, the probability of stampede events when the passenger flow volume is dense can be effectively reduced, and therefore the effect of improving the safety coefficient is achieved.

Description

Technical Field

[0001] This invention relates to the field of high-speed rail technology, specifically to a high-speed rail platform safety boarding system and method. Background Technology

[0002] Platform screen doors are devices installed on the edge of rail transit station platforms to separate the platform area from the track area.

[0003] In existing technology, platform screen doors typically consist of a full-face glass partition and a sliding door. The sliding door allows passengers to board and alight the train. However, in stations with high passenger volume, passengers walking around on the platform while boarding and alighting the train can easily affect the normal boarding and alighting of other passengers. In dense crowds, stampedes can also easily occur, posing a safety hazard. Summary of the Invention

[0004] To address the above problems, the first aspect of this invention provides a method for safe boarding at high-speed rail platforms, comprising the following steps: Obtaining passenger flow information The passenger flow information includes: the theoretical number of passengers boarding and the theoretical number of passengers disembarking; Based on passenger flow information, predict the number of passengers boarding and the number of passengers disembarking; The predicted amount of luggage to be boarded is determined based on the predicted number of passengers. Predict the amount of luggage to be disembarked based on the predicted number of passengers disembarking; Space equivalent is determined based on predicted boarding passengers, predicted alighting passengers, predicted boarding luggage volume, and predicted alighting luggage volume. The opening method of the platform door is determined based on spatial equivalent, a first equivalent threshold, and a second equivalent threshold.

[0005] Preferably, determining the predicted luggage quantity based on the predicted number of passengers includes: The probability of each theoretically boarding passenger carrying luggage is determined based on the theoretical number of passengers boarding the train. The theoretical luggage capacity of the carriage where each theoretical passenger is boarding is determined based on the probability of the passenger carrying luggage. Determine the probability of passengers carrying luggage when boarding the train; The corrected baggage allowance for each passenger in the corrected boarding carriage is determined based on the baggage carrying probability of each passenger. The predicted luggage volume is determined based on the theoretical luggage volume and the corrected luggage volume.

[0006] Preferably, the probability of a passenger carrying luggage is calculated as follows: ; in, For the first The probability of a passenger carrying luggage. , , They are weights, For travel distance characteristics, For passenger type characteristics, Characteristics of historical behavior; The calculation method for the travel distance feature is as follows: ; in, For passenger travel distance; The theoretical luggage capacity of the carriage is calculated as follows: ; in, for Theoretically, the luggage capacity of the carriage can be increased. For the carriage Theoretically, the number of passengers in the car For the first The probability of a passenger carrying luggage. For carriage type coefficient, This is a correction factor for holidays.

[0007] Preferably, determining the spatial equivalent includes: The passenger equivalent is determined based on the predicted number of passengers boarding and disembarking. The luggage equivalent is determined based on the predicted amount of luggage boarding and the predicted amount of luggage disembarking. The flow equivalent is determined based on the predicted number of passengers boarding and disembarking. The spatial equivalent is determined based on passenger equivalent, baggage equivalent, and mobility equivalent.

[0008] Preferably, the calculation method for the passenger equivalent includes: ; in, Passenger equivalent, To predict the number of passengers boarding, To predict the number of people getting off the bus, Density factor; The method for calculating the baggage equivalent is as follows:

[0009] in, For baggage equivalent, for The predicted amount of luggage to be carried onto the train. To predict the amount of luggage to be disembarked, As a hindering factor; The calculation method for the flow equivalent is as follows: ; wherein, is a flow equivalent, is a flow coefficient, is a time concentration; the space equivalent is calculated in the following way: ; wherein, is a space equivalent.

[0010] Preferably, the determining the opening mode of the platform door based on the space equivalent, the first equivalent threshold and the second equivalent threshold comprises: if the space equivalent is less than the first equivalent threshold, the platform door is semi-opened; if the space equivalent is greater than the first equivalent threshold and less than the second equivalent threshold, the opening state of the platform door is dynamically selected based on the luggage equivalent and the flow equivalent; if the space equivalent is greater than the second equivalent threshold, the platform door is fully opened; the way of dynamically selecting the opening state of the platform door based on the luggage equivalent and the flow equivalent comprises: if the luggage equivalent is greater than the luggage equivalent threshold, the platform door is fully opened; if the luggage equivalent is less than the luggage equivalent threshold and the flow equivalent is greater than the flow equivalent threshold, the platform door is fully opened; if the luggage equivalent is less than the luggage equivalent threshold and the flow equivalent is less than the flow equivalent threshold, the platform door is semi-opened.

[0011] The second aspect of the present application provides a high-speed rail platform safety boarding system for executing the high-speed rail platform safety boarding method of any one of the above-mentioned solutions, comprising: a passenger flow detection subsystem, a platform door control subsystem, and a control center communicatively connected with the passenger flow detection subsystem and the platform door control subsystem, respectively; The platform door control subsystem comprises a guide mechanism, a shielding mechanism connected with the guide mechanism, and a traction mechanism connected with the shielding mechanism; The guide mechanism comprises a support table, a guide slide provided in the support table, a guide assembly connected with the guide slide, and a panel connected with the support table; The guide slide comprises a first guide section and a second guide section connected with the first guide section; the first guide section is linear, and the second guide section is arc-shaped.

[0012] Preferably, the guide assembly comprises a rolling member, a support member connected with the rolling member, and a guide member provided on the support member; The rolling member is in rolling connection with the guide slide, and the rolling member is an arc surface wheel; The panel is provided with a sliding opening matched with the guide slide, and the guide member is provided with a groove matched with the sliding opening.

[0013] Preferably, the shielding mechanism comprises a fixing pin, a first guardrail connected with the fixing pin, and a second guardrail connected with the first guardrail. The fixing pin is rotationally connected with the supporting table, and the fixing pin is further connected with one side of the first guardrail. The first guardrail is slidingly arranged with the second guardrail, When the guide assembly moves on the first guide section, the second guardrail overlaps the first guardrail, and when the guide assembly moves on the second guide section, the second guardrail and the first guardrail are simultaneously flipped.

[0014] Preferably, the traction mechanism comprises a power assembly, a traction wheel arranged on the power assembly, and a steel wire rope connected with the traction wheel, and the steel wire rope is further connected with the guide assembly. The guide mechanism further comprises a baffle, the guide assembly is further provided with a magnetic attraction ring, the baffle is provided with a magnetic attraction head matched with the magnetic attraction ring, the magnetic attraction head is connected with the magnetic attraction ring, and the baffle is slidingly connected with the supporting table.

[0015] By adopting the above technical scheme, the present application mainly has the following technical effects: According to the predicted number of boarding passengers, the predicted number of alighting passengers, the predicted amount of boarding luggage, and the predicted amount of alighting luggage, the space equivalent is determined, and then the space equivalent and the equivalent threshold are compared to confirm the opening and closing mode of the platform door. By overlapping the second guardrail with the first guardrail and then flipping, on the one hand, the passenger access space in the platform door control system is increased, so that passengers can quickly get on and off the train, and on the other hand, by flipping the second guardrail to be perpendicular to the train, the passengers can avoid walking along the length direction of the train when the passenger flow is large, which affects the normal getting on and off the train, and by separating the passenger flow, the probability of stampede events can be effectively reduced when the passenger flow is dense, thereby achieving the effect of improving the safety factor. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 A flowchart of a high-speed rail platform safety boarding method of the present application; Figure 2 A decision flowchart of a platform door opening mode control in a high-speed rail platform safety boarding method of the present application; Figure 3 A structural schematic diagram of a high-speed rail platform safety boarding system; Figure 4 A structural schematic diagram of a platform door control subsystem in a high-speed rail platform safety boarding system of the present application; Figure 5 It is an internal structure schematic view of a platform door control subsystem in a high-speed rail platform safety boarding system of the present application; Figure 6 It is a structure schematic view of a shielding mechanism in a high-speed rail platform safety boarding system of the present application; Figure 7 It is an internal structure schematic view of a guiding mechanism in a high-speed rail platform safety boarding system of the present application; Figure 8 It is a structure schematic view of a guiding assembly in a high-speed rail platform safety boarding system of the present application; Figure 9 It is a structure schematic view of the shielding mechanism when closed in a high-speed rail platform safety boarding system of the present application; Figure 10 It is a structure schematic view of the shielding mechanism when overlapped in a high-speed rail platform safety boarding system of the present application; Figure 11 It is a structure schematic view of the guiding mechanism when the shielding mechanism is overlapped in a high-speed rail platform safety boarding system of the present application; Figure 12 It is a structure schematic view of the shielding mechanism when turned over after being overlapped in a high-speed rail platform safety boarding system of the present application; Figure 13 It is a structure schematic view of the guiding mechanism when the shielding mechanism is turned over after being overlapped in a high-speed rail platform safety boarding system of the present application.

[0017] In the drawings, the meanings of the reference numerals are as follows: 1, guiding mechanism; 11, supporting table; 12, guiding slide; 121, first guiding section; 122, second guiding section; 13, guiding assembly; 131, rolling member; 132, supporting member; 133, guiding member; 134, magnetic attraction ring; 135, wiring clamp; 14, panel; 141, sliding opening; 15, baffle; 151, magnetic attraction head; 2, shielding mechanism; 21, fixed pin; 22, first guardrail; 23, second guardrail; 3, traction mechanism; 31, power assembly; 32, traction wheel; 33, steel wire rope. DETAILED DESCRIPTION

[0018] In order to make the personnel in the technical field better understand the present application scheme, the technical solutions in the embodiments of the present application will be clearly and completely described below in combination with the drawings in the specification of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by the person of ordinary skill in the art without creative labor are within the scope of protection of the present application.

[0019] Reference to an "embodiment" herein means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are they necessarily mutually exclusive of one another. As will be apparent to those of ordinary skill in the art, embodiments described herein can be combined with other embodiments.

[0020] Referring to Figure 1 and Figure 2 , the first aspect of the application provides a high-speed rail platform safety boarding method, comprising the following steps: S1, obtaining passenger flow information; In some embodiments, the passenger flow information includes: a theoretical boarding number and a theoretical alighting number. In some embodiments, the theoretical boarding number is used to represent the total number of sold seats in the ticketing system that have locked the current station as the departure station within a certain period of time (such as 10 minutes) before the train departs. In some embodiments, the theoretical alighting number is used to represent the total number of sold seats in the ticketing system that have locked the current station as the terminal station within a certain period of time (such as 10 minutes) before the train departs.

[0021] In some embodiments, the theoretical boarding number and the theoretical alighting number can be obtained based on the ticketing system.

[0022] In some embodiments, the theoretical boarding number and the theoretical alighting number can be accurate to the car level. For example, the ticketing system shows that 55 passengers board the G01 train at the current station and 40 passengers alight at the station on the 05 car, i.e., the theoretical boarding number of the 05 car is 55 and the theoretical alighting number is 40.

[0023] S2, determining a predicted boarding number and a predicted alighting number based on the passenger flow information; In some embodiments, the predicted boarding number is the actual boarding number estimate value after superimposing the actual boarding number of dynamic passenger flow such as candidate redemption, emergency ticketing, and no-ticket compensation on the basis of the theoretical boarding number.

[0024] In some embodiments, the predicted alighting number is the actual alighting number estimate value after increasing the actual alighting number of passengers who transfer at the same station (interchange) on the basis of the theoretical alighting number.

[0025] In some embodiments, the boarding and alighting numbers of each car are predicted according to the theoretical boarding number and the theoretical alighting number, which can correct the blind spot of the ticketing data and thus provide a more accurate passenger flow base.

[0026] In some embodiments, the calculation method of the predicted boarding number is: ; wherein, is the predicted number of passengers getting off the train at the station, is the predicted number of passengers getting on the train at the station, is the predicted number of passengers getting on the train at the station, is the predicted number of passengers getting on the train at the station, is the last-minute ticket correction number; In some embodiments, by setting the last-minute ticket correction number, the problems of candidate order redemption and temporary ticketing of non-ticket passengers can be effectively solved. In some embodiments, the last-minute ticket correction number may be set based on the predicted number of passengers getting on the train, which is usually 5%-10% of the predicted number of passengers getting on the train. For example, the predicted number of passengers getting on the train of car 05 is 55, and 3 people can be set as the correction number of car 05, i.e., the predicted number of passengers getting on the train of car 05 is 58.

[0027] In some embodiments, the calculation method of the predicted number of passengers getting off the train is: ; wherein, is the predicted number of passengers getting off the train at the station, is the predicted number of passengers getting off the train at the station, is the predicted number of passengers getting off the train at the station, is the predicted number of passengers getting off the train at the station, is the transfer passenger correction coefficient; In some embodiments, the transfer passenger correction coefficient can be set based on the type of train, for example, when the train is a cross-laboratory train, the transfer passenger correction coefficient can be preset to 0.15; when the train is an intra-laboratory train, the transfer passenger correction coefficient can be preset to 0.05.

[0028] As understood by those skilled in the art, a cross-laboratory train refers to a train that crosses the jurisdiction of two or more railway bureaus, and is characterized by long-distance travel of passengers and high demand for transfer. An intra-laboratory train refers to a train that runs only within the jurisdiction of a railway bureau, and is characterized by short-distance commuting of passengers and less demand for transfer.

[0029] For example, the predicted number of passengers getting off the train of car 05 is 40, and the predicted number of passengers getting off the train of car 05 is 46.

[0030] S3, determining the predicted amount of luggage getting on the train based on the predicted number of passengers getting on the train; In some embodiments, the determination of the predicted amount of luggage getting on the train based on the predicted number of passengers getting on the train comprises: S301, determining the luggage carrying probability of each theoretical passenger getting on the train based on the predicted number of passengers getting on the train; In some embodiments, the luggage carrying probability of the passenger getting on the train is used to represent the confidence degree of the event of the passenger carrying at least one piece of luggage getting on the train.

[0031] In some embodiments, the luggage carrying probability of the boarding passenger is calculated in the following manner: ; wherein, is the luggage carrying probability of the i-th passenger, , , are weights respectively, is a travel distance feature, is a passenger type feature, is a historical behavior feature; In some embodiments, the travel distance feature is calculated in the following manner: ; wherein, is the passenger travel distance; The reason is that the longer the passenger travel, the higher the probability of carrying luggage. In some embodiments, the passenger travel distance can be calculated by the distance between the departure station and the terminal station.

[0032] For example, when d = 100 km, when d = 1000 km, .

[0033] In some embodiments, the passenger type feature can be obtained based on the ticketing system. For example, the passenger type can be classified as: single business trip: short business trip, light luggage, default passenger type feature is 0.4; family trip: carrying children's supplies, more luggage, default adult passenger type feature is 0.7.

[0034] In some embodiments, the historical behavior feature can be calculated according to the luggage carrying frequency of the passenger's last 10 times of taking the car. For example: if a passenger carries luggage for 7 times in the last 10 times, then If there is no historical behavior feature, a default value can also be set.

[0035] In some embodiments, , , By taking distance as the strongest predictor, and then adjusting according to passenger type and personal historical behavior, the confidence of the theoretical boarding passenger's luggage carrying probability is improved.

[0036] In some embodiments, in the above calculation process, the luggage carrying probability can be normalized by weight, so as to facilitate subsequent calculation.

[0037] ​For example, a business passenger taking a 300km high-speed train with a historical luggage carrying rate of 0.5, the probability of carrying luggage when boarding is: 0.6x0.45+0.3x0.4+0.1x0.5=0.44.

[0038] S302, determining the theoretical on-board luggage amount of the car in which the passenger is located based on the luggage carrying probability of each theoretical boarding passenger; In some embodiments, the theoretical on-board luggage amount is a theoretical luggage quantity estimate value calculated by probability accumulation based on the number of theoretical boarding passengers, combined with passenger individual historical behavior, trip distance, car type and other static characteristics.

[0039] In some embodiments, the calculation method of the theoretical on-board luggage amount of the car is: ; Wherein, is the theoretical on-board luggage amount of the car, is the theoretical number of passengers on board the car, is the luggage carrying probability of the passenger, is the car type coefficient, is the holiday correction coefficient. In some embodiments, the car type coefficient can be set by a preset method according to the car type. For example, for a second-class seat car of a high-speed train, the car type coefficient can be designed as 1.2, and the holiday correction coefficient can be set based on the date, for example, during the Spring Festival, the holiday correction coefficient is designed as 0.25. In some embodiments, in the above calculation process, the appropriate unit can be used for coefficient setting to keep the dimensions of both sides of the formula consistent.

[0040] In some embodiments, in the above calculation process, the appropriate unit can be used for coefficient setting to keep the dimensions of both sides of the formula consistent.

[0041] For example, the 05 car is a second-class seat car, and the calculation method of the theoretical on-board luggage amount of the 55 passengers is: (0.44+0.525+…)x1.2x1.25=36.54, taking the integer as 37 pieces.

[0042] S303, determining the luggage carrying probability of the corrected boarding passenger; In some embodiments, the corrected boarding passenger refers to a dynamic incremental passenger group that completes ticket purchase or identity confirmation at the last moment before the train departs (usually 10 minutes before departure to the moment of departure) and is included in the passenger flow statistics.

[0043] In some embodiments, the calculation method of the luggage carrying probability of the corrected boarding passenger is: ​ ; wherein, is the correction of the luggage carrying probability of the boarding passenger, , , are weights, is the time period feature probability, is the station feature probability, is the weather feature probability; In some embodiments, the time period feature probability can be set according to the train departure time, and in some embodiments, the average carrying rate can be preset according to historical data, and then adjusted according to the holiday correction coefficient. For example, the time period feature probability of the morning peak is 0.52, and is adjusted to 0.572 according to the holiday correction coefficient during the holiday.

[0044] In some embodiments, the station feature probability can be set according to the station property, for example, the station type can be set as a hub station, a general station, and a tourist station, and then different station feature probabilities are set according to the station type. For example, the station feature probability of the hub station with more transfer is designed as 0.5, and the station feature probability of the tourist station with more tourists and more luggage is designed as 0.7.

[0045] In some embodiments, the weather feature probability can be set according to the ticket purchase mode, for example, in heavy rain or snow weather, heavy clothes and protective equipment are needed, resulting in more luggage, and the weather feature probability is designed as 0.7.

[0046] In some embodiments, in the above calculation process, the luggage carrying probability can be normalized by the weight, so as to facilitate subsequent calculation.

[0047] In some embodiments, the weights , , can also be allocated based on the station type, for example: the weights of the hub station are , , respectively; and the weights of the tourist station are , , respectively.

[0048] For example, the corrected luggage carrying probability of the boarding passenger in a holiday morning peak heavy rain weather in a tourist station is: 0.3x0.572+0.35x0.7+0.35x0.7=0.758.

[0049] S304, determining the modified boarding luggage amount of the car in which the passenger is based on the luggage carrying probability of each modified boarding passenger; In some embodiments, the modified boarding luggage amount is an actual boarding luggage amount estimated value based on the theoretical boarding luggage amount, superimposed with the luggage demand of last-minute ticketing passengers, holiday passenger flow impact, weather abnormalities and other dynamic factors.

[0050] In some embodiments, the calculation method of the modified boarding luggage amount is: ; Wherein, is the modified boarding luggage amount of the car, is the modified number of last-minute ticketing passengers, is an emergency amplification coefficient; In some embodiments, the emergency amplification coefficient can be set according to the sudden situation, for example, in bad weather, the emergency amplification coefficient of normal situation 1.0 is adjusted to 1.2.

[0051] For example, the modified boarding luggage amount of car 05 is: 3x0.758=2.274, taking the integer part as 3 pieces.

[0052] S305, determining the predicted boarding luggage amount based on the theoretical boarding luggage amount and the modified boarding luggage amount; In some embodiments, the predicted boarding luggage amount is the sum of the theoretical boarding luggage amount and the modified boarding luggage amount.

[0053] In some embodiments, the calculation method of the predicted boarding luggage amount is: ; Wherein, is the predicted boarding luggage amount of the car, is the theoretical boarding luggage amount of the car, is the modified boarding luggage amount of the car.

[0054] For example, the predicted boarding luggage amount of car 05 is: 37+3=40 pieces.

[0055] S4, predicting the off-boarding luggage amount based on the predicted off-boarding passenger number; In some embodiments, the calculation method of predicting the off-boarding luggage amount based on the predicted off-boarding passenger number is: ; Wherein, is the predicted off-boarding luggage amount, to predict the number of passengers getting off the train, to predict the historical average carrying probability, to predict the time period correction coefficient, to predict the weather correction coefficient; In some embodiments, the historical average carrying probability may be set based on historical data, and an exemplary historical average carrying probability .

[0056] In some embodiments, the time period correction coefficient may be set based on the time period, and an exemplary time period correction coefficient .

[0057] In some embodiments, the weather correction coefficient may be set based on the weather, and an exemplary weather correction coefficient .

[0058] Exemplary, the predicted amount of luggage getting off the train is: 46x0.5x1.15x1.3=31.395, rounded to 32 pieces.

[0059] In some embodiments, in the scenario of high-speed train operation, there is inherent transmission delay and processing delay in the dynamic collection and return of passenger flow data by the on-board sensor network and edge computing node for a single train compartment, which is difficult to meet the strict timeliness requirements of minute-level operation and decision-making. As a key input to support the pre-scheduling of platform resources (which usually needs to be completed 5-10 minutes in advance), the modeling goal of the predicted amount of luggage getting off the train is to prioritize response speed, so the macro estimation strategy based on historical statistical mean can significantly reduce the computational complexity while controlling the prediction error within the engineering allowable threshold range, thereby realizing system lightweight and real-time on the premise of ensuring scheduling reliability.

[0060] S5, determine the space equivalent based on the predicted boarding number, the predicted getting-off number, the predicted amount of luggage getting on the train, and the predicted amount of luggage getting off the train; In some embodiments, the space equivalent is used to quantify the occupancy of passenger flow on the carrying resources, and the larger the space equivalent, the more carrying resources are occupied.

[0061] In some embodiments, the determination of the space equivalent comprises: S501, determine the passenger equivalent based on the predicted boarding number and the predicted getting-off number; In some embodiments, the passenger equivalent is used to describe the comprehensive dynamic occupancy of all passengers on the space.

[0062] In some embodiments, the calculation method of the passenger equivalent comprises: ; wherein, is the passenger equivalent, is the predicted boarding number, is the predicted alighting number, is the density factor; In some embodiments, the density factor can be set in a preset manner, and in some embodiments, the density factor can be set based on the ambient temperature, for example, when the ambient temperature is high, the density factor is increased to solve the problem of being less tolerant of crowding in the heat.

[0063] For example, the calculation method of the passenger equivalent is (58+46) x 1.2 = 128.4.

[0064] S502, determining a luggage equivalent based on the predicted boarding luggage amount and the predicted alighting luggage amount; In some embodiments, the luggage equivalent is used to describe the comprehensive occupation and blocking degree of luggage to dynamic space resources, which is a spatial pressure index quantifying the combined effect of "luggage not only occupies space, but also hinders passage".

[0065] In some embodiments, the calculation method of the luggage equivalent is: ; wherein, is the luggage equivalent, is the predicted boarding luggage amount of the car, is the predicted alighting luggage amount, is the predicted alighting luggage amount, is the blocking factor; In some embodiments, the blocking factor is a configurable parameter, for example, it can be set based on the proportion of large luggage, for example, it can be set by identifying the proportion of large luggage in total luggage through laser radar, or it can be set based on the running time point, and the blocking factor is higher during the Spring Festival transportation than during daily operation.

[0066] For example, the blocking factor is 0.2, and the calculation method of the luggage equivalent is (40+32) x (1+0.2) = 86.4.

[0067] S503, determining a flow equivalent based on the predicted boarding number and the predicted alighting number; In some embodiments, the flow equivalent is used to quantify the instantaneous conflict intensity of the boarding and alighting passenger flow in the door / channel area.

[0068] In some embodiments, the calculation method of the flow equivalent is: ; wherein, is the flow equivalent, is the flow coefficient, is the time concentration degree; In some embodiments, the flow coefficient is a configurable parameter, which can be set based on the number of vehicle doors / platform doors.

[0069] In some embodiments, the time concentration degree is a configurable parameter, which represents the time window for 90% of the passengers to complete boarding, and can be set based on the train stop time.

[0070] For example, the flow coefficient is 1.34, the time concentration degree is 3, and the calculation method of the flow equivalent is: .

[0071] S504, determining the space equivalent based on the passenger equivalent, the luggage equivalent, and the flow equivalent; In some embodiments, the space equivalent can be determined by weighted summation.

[0072] In some embodiments, the calculation method of the space equivalent is: ; wherein, is the space equivalent; For example, the calculation method of the space equivalent is: 0.5*128.4+0.3*86.4+0.2*20.9=94.3.

[0073] It should be noted that in the present application, the unit of the coefficient / parameter can be adapted to ensure that the dimensions on both sides of the calculation formula are consistent.

[0074] S6, determining the opening mode of the platform door based on the space equivalent, the first equivalent threshold, and the second equivalent threshold; In some embodiments, the first equivalent threshold and the second equivalent threshold refer to the thresholds for determining the opening state of the platform door. In some embodiments, the opening state of the platform door includes half-open and fully open.

[0075] In some embodiments, the opening state of the platform door can be determined by comparing the space equivalent, the first equivalent threshold, and the second equivalent threshold.

[0076] In some embodiments, determining the opening mode of the platform door based on the space equivalent, the first equivalent threshold, and the second equivalent threshold includes: if the space equivalent is less than the first equivalent threshold, the platform door is half-opened; if the space equivalent is greater than the first equivalent threshold and less than the second equivalent threshold, the opening state of the platform door is dynamically selected based on the luggage equivalent and the flow equivalent; If the space equivalent is greater than a second equivalent threshold, the platform door is fully opened; In some embodiments, the way of dynamically selecting the opening state of the platform door based on the luggage equivalent and the flow equivalent comprises: If the luggage equivalent is greater than a luggage equivalent threshold, the platform door is fully opened; If the luggage equivalent is less than the luggage equivalent threshold and the flow equivalent is greater than a flow equivalent threshold, the platform door is fully opened; If the luggage equivalent is less than the luggage equivalent threshold and the flow equivalent is less than the flow equivalent threshold, the platform door is semi-opened; In some embodiments, the first equivalent threshold, the second equivalent threshold, the luggage equivalent threshold, and the flow equivalent threshold can be set based on historical data, a database, or the like.

[0077] As an example, assuming that the first equivalent threshold is 55, the second equivalent threshold is 75, the luggage equivalent threshold is 40, and the flow equivalent threshold is 20, the decision flowchart of the opening mode of the platform door is as follows Figure 2 .

[0078] In some embodiments, by setting the above-mentioned three-level hierarchical decision architecture, multi-objective optimization of the traffic efficiency, energy consumption, and safety margin can be achieved, and the decision can effectively reduce the frequency of unnecessary full opening mode triggering, and significantly improve the energy efficiency of platform operation and the economic efficiency of equipment life cycle.

[0079] Referring to Figures 3-13 , the second aspect of the present application provides a high-speed rail platform safety boarding system for executing the high-speed rail platform safety boarding method described in the above-mentioned scheme, which comprises a passenger flow detection subsystem, a platform door control subsystem, and a control center communicatively connected with the passenger flow detection subsystem and the platform door control subsystem, respectively.

[0080] In some embodiments, the passenger flow detection subsystem is configured to obtain passenger flow information, and in some embodiments, the passenger flow information comprises predicted boarding passengers, predicted alighting passengers, predicted boarding luggage amount, and predicted alighting luggage amount, and in some embodiments, the passenger flow information can be obtained based on theoretical boarding passengers and theoretical alighting passengers, which can be obtained by accessing a ticketing system.

[0081] In some embodiments, the platform door control subsystem comprises a guide mechanism 1, a shielding mechanism 2 connected with the guide mechanism 1, and a traction mechanism 3 connected with the shielding mechanism 2.

[0082] In some embodiments, the guide mechanism 1 is a guide part for guiding the shielding mechanism 2 to move, and the shielding mechanism 2 moves in the guide mechanism 1, thereby realizing the opening and closing process of the platform door.

[0083] Further, the guiding mechanism 1 comprises a supporting platform 11, a guiding slide 12 arranged in the supporting platform 11, a guiding assembly 13 connected with the guiding slide 12, and a panel 14 connected with the supporting platform 11. In some embodiments, the supporting platform 11 is a part of the guiding mechanism 1 for mounting and supporting components. The guiding mechanism 1 can be fixed on the platform by opening a fixed slot corresponding to the guiding mechanism 1 at the warning line of the platform, and then fixing the supporting platform 11 in the fixed slot by expansion bolts.

[0084] In some embodiments, the guiding slide 12 is used to guide the movement of the guiding assembly 13 arranged along the guiding slide 12, which comprises a first guiding section 121 and a second guiding section 122 connected with the first guiding section 121. In some embodiments, the first guiding section 121 is linear, and the second guiding section 122 is arc-shaped. The guiding slide 12 is adapted to the shielding mechanism 2, and is used to adjust the shape of the shielding mechanism 2. The specific adjustment process will be further described below.

[0085] In some embodiments, the guiding assembly 13 is connected with the shielding mechanism 2, and is used to load the shielding mechanism 2 to slide in the guiding slide 12, so as to realize the opening and closing process of the platform door. The guiding assembly 13 comprises a rolling member 131, a supporting member 132 connected with the rolling member 131, and a guiding member 133 arranged on the supporting member 132.

[0086] In some embodiments, the rolling member 131 is in rolling connection with the guiding slide 12, and is used to load the guiding assembly 13 to move along the arrangement direction of the guiding slide 12. In some more preferred embodiments, the rolling member 131 is an arc surface wheel. By designing the structure of the rolling member 131 as an arc surface wheel, the rolling member 131 can not only roll along the linear first guiding section 121, but also roll along the arc-shaped second guiding section 122.

[0087] Further, the supporting member 132 is connected with the rolling member 131, and is also connected with the shielding mechanism 2. By rolling the rolling member 131 in the guiding slide 12, the effect of moving the shielding mechanism 2 along the guiding slide 12 is realized.

[0088] In some embodiments, the guide 133 is arranged on the support 132 and is in sliding connection with the panel 14. Further, a sliding opening 141 is arranged on the panel 14 and is adapted to the guide slide 12. A groove is arranged on the guide 133 and is adapted to the sliding opening 141. The groove of the guide 133 is connected to the panel 14 through the sliding opening 141. The guide 133 can be displaced along the setting direction of the guide slide 12 through the sliding opening 141. The cooperation between the guide 133 and the sliding opening 141 can guide the guide assembly 13 through the sliding opening 141 and can also limit the guide assembly 13 through the sliding opening 141.

[0089] In some embodiments, the shielding mechanism 2 is used to limit the flow of people and includes a fixed pin 21, a first guardrail 22 connected to the fixed pin 21, and a second guardrail 23 connected to the first guardrail 22. In some embodiments, the fixed pin 21 is in rotational connection with the support platform 11. The first guardrail 22 can rotate around the fixed pin 21 by connecting one side of the first guardrail 22 to the fixed pin 21. The second guardrail 23 can be unfolded to limit the flow of people.

[0090] In some embodiments, the first guardrail 22 and the second guardrail 23 are in sliding connection. For example, a protruding sliding key can be arranged on the second guardrail 23, and a sliding groove matched with the sliding key can be arranged on the first guardrail 22. The first guardrail 22 and the second guardrail 23 are in sliding connection through the sliding key and the sliding groove. In some embodiments, one side of the second guardrail 23 is in sliding connection with the side of the first guardrail 22 away from the fixed pin 21. The above structure makes the second guardrail 23 overlap the first guardrail 22 when the second guardrail 23 slides along the first guardrail 22. In some embodiments, the overlapping process of the second guardrail 23 and the first guardrail 22 is adapted to the first guide section 121. That is, the second guardrail 23 and the first guardrail 22 gradually overlap when the guide assembly 13 moves on the first guide section 121. The second guardrail 23 and the first guardrail 22 overlap exactly when the guide assembly 13 moves to the connection between the first guide section 121 and the second guide section 122. In the above process, the second guardrail 23 can only move along the setting direction of the first guide section 121 due to the limiting effect of the panel 14 on the guide assembly 13, and the first guardrail 22 cannot rotate around the fixed pin 21. The first guardrail 22 and the second guardrail 23 are overlapped to make the flow of people pass through the platform door and enter the platform.

[0091] Further, when the guide assembly 13 continues to move on the second guide section 122, since the second guide section 122 is arc-shaped, the guide assembly 13 will drive the second guardrail 23 and the first guardrail 22 to rotate around the fixed pin 21 as the axis, when the guide assembly 13 moves to the end of the second guide section 122 away from the first guide section 121, the second guardrail 23 and the first guardrail 22 are flipped to the vertical state at the same time. The overlapping and flipping functions of the second guardrail 23 and the first guardrail 22 will be further described below.

[0092] In some embodiments, for some stations with small passenger flow, the platform door control subsystem can be started in the mode of overlapping the second guardrail 23 and the first guardrail 22 (half-open mode) to allow passengers to get on and off the train, and for stations with large passenger flow, the second guardrail 23 and the first guardrail 22 can be flipped after overlapping (full-open mode), which on the one hand increases the space for passengers to enter and exit the platform door control subsystem, allowing passengers to quickly get on and off the train, and on the other hand, by flipping the second guardrail 23 and the first guardrail 22 to be perpendicular to the train, it can avoid passengers walking along the length of the train, affecting the normal getting on and off the train, and by separating the flow, it can effectively reduce the probability of stampede events when the flow is dense, thereby improving the safety factor.

[0093] In some embodiments, the guide mechanism 1 further comprises a baffle 15, the guide assembly 13 is further provided with a magnetic ring 134, the baffle 15 is provided with a magnetic head 151 matched with the magnetic ring 134, the magnetic head 151 is connected with the magnetic ring 134, so as to connect the baffle 15 with the guide assembly 13, in some embodiments, the baffle 15 is slidingly connected to the support table 11, when the guide assembly 13 moves in the guide slide 12, the baffle 15 will also move with the guide assembly 13, the baffle 15 is used to block the sliding opening 141, to avoid foreign matter entering the inside of the guide mechanism 1 through the sliding opening 141 after the second guardrail 23 and the first guardrail 22 overlap and flip, thereby affecting the opening and closing process of the platform door.

[0094] In some embodiments, the traction mechanism 3 is used to pull the shielding mechanism 2 to displace, the traction mechanism 3 comprises a power assembly 31, a traction wheel 32 provided on the power assembly 31, and a steel wire rope 33 connected with the traction wheel 32, the steel wire rope 33 is also connected with the guide assembly 13; in some embodiments, the power assembly 31 is used to generate power and transmit it to subsequent components or execution mechanisms, an exemplary power assembly 31 can comprise a motor, which can convert electrical energy into mechanical energy based on the principle of electromagnetic induction.

[0095] Further, the traction wheel 32 is connected with the output end of the power assembly 31, the traction wheel 32 is driven to rotate by the power assembly 31, and the traction wheel 33 is used to drive the guide assembly 13 to move by winding and unwinding, so as to realize the overlapping of the second guardrail 23 and the first guardrail 22 and the overturning process after the overlapping.

[0096] In some more preferred embodiments, the winding and unwinding process of the steel wire rope 33 can be completed by two groups of power assemblies 31, for example, one group of power assemblies 31 winds, and the other group of power assemblies 31 unwinds to realize the overlapping of the second guardrail 23 and the first guardrail 22 and the overturning process after the overlapping, the power assembly 31 that winds first unwinds later, and the power assembly 31 that unwinds first winds later to realize the overturning of the second guardrail 23 and the first guardrail 22 and the separation process after the overturning.

[0097] In some more preferred embodiments, the guide assembly 13 further comprises a wire clamp 135 connected with the steel wire rope 33, so as to connect the steel wire rope 33 with the guide assembly 13.

[0098] In some embodiments, the control center is used to determine the opening and closing mode of the platform door control subsystem according to the passenger flow information of the passenger flow detection subsystem, and the opening and closing mode comprises: half opening the platform door (overlapping the second guardrail 23 and the first guardrail 22) or completely opening the platform door (overturning after overlapping the second guardrail 23 and the first guardrail 22).

[0099] In some more preferred embodiments, the independent control of the platform door array can be realized based on the car-level passenger flow perception data. Specifically, when the comprehensive space equivalent of the 05 car exceeds the preset second equivalent threshold, the system will automatically trigger the full opening mode of the car corresponding to the marshalling platform door, thereby releasing the buffer area and separating the passenger flow to improve the boarding and alighting efficiency.

[0100] Finally, it should be noted that: the embodiments disclosed in the embodiments of the present application are only the preferred embodiments of the present application, and are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that; the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A high-speed rail platform safety boarding method, characterized in that, The method comprises the following steps: acquiring passenger flow information, the passenger flow information comprises theoretical boarding passengers and theoretical alighting passengers; determining predicted boarding passengers and predicted alighting passengers based on the passenger flow information; determining predicted luggage amount based on the predicted boarding passengers; predicting luggage amount based on the predicted alighting passengers; determining space equivalent based on the predicted boarding passengers, the predicted alighting passengers, the predicted luggage amount and the predicted luggage amount; determining opening mode of the platform door based on the space equivalent, a first equivalent threshold and a second equivalent threshold.

2. The high-speed rail platform safe boarding method according to claim 1, wherein, The determination of the predicted luggage amount based on the predicted boarding passengers comprises: determining luggage carrying probability of each theoretical boarding passenger based on the theoretical boarding passengers; determining theoretical luggage amount of the car in which the passenger is based on the luggage carrying probability of each theoretical boarding passenger; determining corrected luggage carrying probability of boarding passengers; determining corrected luggage amount of the car in which the passenger is based on the luggage carrying probability of each corrected boarding passenger; determining the predicted luggage amount based on the theoretical luggage amount and the corrected luggage amount.

3. The high-speed rail platform safe boarding method according to claim 2, characterized in that, The calculation of the luggage carrying probability of the boarding passengers comprises: ； wherein, is the number of passengers, is the probability of carrying luggage for the nth , , are weights, is the distance of the trip feature, is the passenger type feature, is the historical behavior feature; The calculation of the travel distance feature comprises: ； wherein, is the passenger trip distance; The calculation of the theoretical luggage amount of the car comprises: ； in, for Theoretically, the luggage capacity of the carriage can be increased. For the carriage Theoretically, the number of passengers in the car For the first The probability of each passenger carrying luggage. For carriage type coefficient, This is a correction factor for holidays.

4. The high-speed rail platform safe boarding method according to claim 1, wherein, The determination of the space equivalent comprises: determining passenger equivalent based on the predicted boarding passengers and the predicted alighting passengers; determining luggage equivalent based on the predicted luggage amount and the predicted luggage amount; determining flow equivalent based on the predicted boarding passengers and the predicted alighting passengers; determining the space equivalent based on the passenger equivalent, the luggage equivalent and the flow equivalent.

5. The high-speed rail platform safe boarding method according to claim 4, characterized in that, The calculation of the passenger equivalent comprises: ； wherein, is the passenger equivalent, is the predicted boarding number, is the predicted alighting number, is the density factor; The calculation of the luggage equivalent comprises: ； wherein, is the luggage equivalent, is is the predicted on-board luggage amount of the car, is the predicted off-board luggage amount, is the hindrance factor; The calculation of the flow equivalent comprises: ； wherein, is the flow equivalent, is the flow coefficient, is the time concentration; The calculation of the space equivalent comprises: ； wherein for spatial equivalent.

6. The high-speed rail platform safe boarding method according to claim 4, wherein, The determination of the opening mode of the platform door based on the space equivalent, the first equivalent threshold and the second equivalent threshold comprises: if the space equivalent is less than the first equivalent threshold, the platform door is semi-opened; if the space equivalent is greater than the first equivalent threshold and less than the second equivalent threshold, the opening state of the platform door is dynamically selected based on the luggage equivalent and the flow equivalent; if the space equivalent is greater than the second equivalent threshold, the platform door is fully opened; The dynamic selection of the opening state of the platform door based on the luggage equivalent and the flow equivalent comprises: if the luggage equivalent is greater than a luggage equivalent threshold, the platform door is fully opened; if the luggage equivalent is less than the luggage equivalent threshold and the flow equivalent is greater than a flow equivalent threshold, the platform door is fully opened; if the luggage equivalent is less than the luggage equivalent threshold and the flow equivalent is less than the flow equivalent threshold, the platform door is semi-opened.

7. A high platform safety boarding system characterized by, A high-speed rail platform safety boarding method for performing any one of claims 1-6, comprising a passenger flow detection subsystem, a platform door control subsystem, and a control center respectively communicatively connected with the passenger flow detection subsystem and the platform door control subsystem; The platform door control subsystem comprises a guide mechanism, a shielding mechanism connected with the guide mechanism, and a traction mechanism connected with the shielding mechanism; The guide mechanism comprises a support table, a guide slide provided in the support table, a guide assembly connected with the guide slide, and a panel connected with the support table; The guide slide comprises a first guide section and a second guide section connected with the first guide section; the first guide section is linear, and the second guide section is arc-shaped.

8. The high-speed rail platform safe boarding system according to claim 7, wherein, The guide assembly comprises a rolling member, a support connected with the rolling member, and a guide provided on the support; The rolling member is in rolling connection with the guide slide, and is an arc surface wheel; A sliding opening is formed on the panel and is matched with the guide slide, and a groove is provided on the guide and is matched with the sliding opening.

9. The high-speed rail platform safe boarding system according to claim 8, wherein, The shielding mechanism comprises a fixing pin, a first guardrail connected with the fixing pin, and a second guardrail connected with the first guardrail; The fixing pin is in rotating connection with the supporting table, and is further connected with one side of the first guardrail; The first guardrail is in sliding connection with the second guardrail, When the guide assembly moves on the first guide section, the second guardrail overlaps the first guardrail, and when the guide assembly moves on the second guide section, the second guardrail and the first guardrail are flipped at the same time.

10. The high-speed rail platform safe boarding system according to claim 8, wherein, The traction mechanism comprises a power assembly, a traction wheel provided on the power assembly, and a steel wire rope connected with the traction wheel, and the steel wire rope is further connected with the guide assembly; The guide mechanism further comprises a baffle, a magnetic attraction ring is further provided on the guide assembly, a magnetic attraction head matched with the magnetic attraction ring is provided on the baffle, the magnetic attraction head is connected with the magnetic attraction ring, the baffle is in sliding connection with the supporting table, and when the guide assembly moves in the guide slide, the baffle will move with the guide assembly and is used for blocking the sliding opening.

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