A high-speed rail platform safety boarding system and method

Abstract

This invention discloses a safe boarding system and method for high-speed rail platforms, belonging to the field of high-speed rail technology. The system includes the following steps: acquiring passenger flow information, including theoretical boarding and disembarking numbers; determining predicted boarding and disembarking numbers based on the passenger flow information; determining predicted boarding luggage volume based on the predicted boarding numbers; predicting disembarking luggage volume based on the predicted disembarking numbers; determining spatial equivalent based on the predicted boarding, disembarking, boarding, and disembarking luggage volumes; and determining the platform screen door opening method based on the spatial equivalent, a first equivalent threshold, and a second equivalent threshold. This invention can prevent passengers from walking along the length of the train during periods of high passenger volume, thus avoiding disruption to their boarding and disembarking. Furthermore, by separating passenger flow, it can effectively reduce the probability of stampedes during periods of high passenger density, thereby improving safety.

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:

[0005] Obtaining passenger flow information

[0006] The passenger flow information includes: the theoretical number of passengers boarding and the theoretical number of passengers disembarking;

[0007] Based on passenger flow information, predict the number of passengers boarding and the number of passengers disembarking;

[0008] The predicted amount of luggage to be boarded is determined based on the predicted number of passengers.

[0009] Predict the amount of luggage to be disembarked based on the predicted number of passengers disembarking;

[0010] Space equivalent is determined based on predicted boarding passengers, predicted alighting passengers, predicted boarding luggage volume, and predicted alighting luggage volume.

[0011] The opening method of the platform door is determined based on spatial equivalent, a first equivalent threshold, and a second equivalent threshold.

[0012] Preferably, determining the predicted luggage quantity based on the predicted number of passengers includes:

[0013] The probability of each theoretically boarding passenger carrying luggage is determined based on the theoretical number of passengers boarding the train.

[0014] The theoretical luggage capacity of the carriage where each theoretical passenger is boarding is determined based on the probability of the passenger carrying luggage.

[0015] Determine the probability of passengers carrying luggage when boarding the train;

[0016] The corrected baggage allowance for each passenger in the corrected boarding carriage is determined based on the baggage carrying probability of each passenger.

[0017] The predicted luggage volume is determined based on the theoretical luggage volume and the corrected luggage volume.

[0018] Preferably, the probability of a passenger carrying luggage is calculated as follows:

[0019] ;

[0020] 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;

[0021] The calculation method for the travel distance feature is as follows:

[0022] ;

[0023] in, For passenger travel distance;

[0024] The theoretical luggage capacity of the carriage is calculated as follows:

[0025] ;

[0026] 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.

[0027] Preferably, determining the spatial equivalent includes:

[0028] The passenger equivalent is determined based on the predicted number of passengers boarding and disembarking.

[0029] The luggage equivalent is determined based on the predicted amount of luggage boarding and the predicted amount of luggage disembarking.

[0030] The flow equivalent is determined based on the predicted number of passengers boarding and disembarking.

[0031] The spatial equivalent is determined based on passenger equivalent, baggage equivalent, and mobility equivalent.

[0032] Preferably, the calculation method for the passenger equivalent includes:

[0033] ;

[0034] in, Passenger equivalent, To predict the number of passengers boarding, To predict the number of people getting off the bus, Density factor;

[0035] The method for calculating the baggage equivalent is as follows:

[0036]

[0037] in, For baggage equivalent, for The predicted luggage capacity for each carriage. To predict the amount of luggage to be disembarked, As a hindering factor;

[0038] The calculation method for the flow equivalent is as follows:

[0039] ;

[0040] in, For flow equivalent, The flow coefficient, For time concentration;

[0041] The spatial equivalent is calculated as follows:

[0042] ;

[0043] in, It is the spatial equivalent.

[0044] Preferably, determining the platform screen door opening method based on spatial equivalent, a first equivalent threshold, and a second equivalent threshold includes:

[0045] If the spatial equivalent is less than the first equivalent threshold, the platform door is partially opened;

[0046] If the spatial 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 baggage equivalent and the flow equivalent.

[0047] If the spatial equivalent is greater than the second equivalent threshold, the platform door will be fully opened.

[0048] The method of dynamically selecting the opening state of platform doors based on baggage equivalent and flow equivalent includes:

[0049] If the baggage equivalent exceeds the baggage equivalent threshold, the platform doors will be fully opened;

[0050] If the baggage equivalent is less than the baggage equivalent threshold and the flow equivalent is greater than the flow equivalent threshold, the platform doors will be fully opened;

[0051] If the baggage equivalent is less than the baggage equivalent threshold and the flow equivalent is less than the flow equivalent threshold, the platform door will be partially opened.

[0052] The second aspect of the present invention provides a high-speed railway platform safety boarding system for executing a high-speed railway platform safety boarding method according to any one of the above schemes, comprising: a passenger flow detection subsystem, a platform door control subsystem, and a control center that is communicatively connected to the passenger flow detection subsystem and the platform door control subsystem respectively;

[0053] The platform door control subsystem includes: a guiding mechanism, a shielding mechanism connected to the guiding mechanism, and a traction mechanism connected to the shielding mechanism;

[0054] The guiding mechanism includes a support platform, a guide slide disposed in the support platform, a guiding component connected to the guide slide, and a panel connected to the support platform.

[0055] The guide slide includes a first guide section and a second guide section connected to the first guide section; the first guide section is straight and the second guide section is curved.

[0056] Preferably, the guide assembly includes: a rolling element, a support element connected to the rolling element, and a guide element disposed on the support element;

[0057] The rolling element is tactilely connected to the guide slide, and the rolling element is an arc-shaped wheel;

[0058] The panel has a sliding opening that matches the guide slide, and the guide has a groove that matches the sliding opening.

[0059] Preferably, the shielding mechanism includes a fixing pin, a first guardrail connected to the fixing pin, and a second guardrail connected to the first guardrail;

[0060] The fixing pin is rotatably connected to the support platform, and the fixing pin is also connected to one side of the first guardrail.

[0061] The first guardrail and the second guardrail are slidably connected.

[0062] When the guide component moves on the first guide section, the second guardrail overlaps with the first guardrail; when the guide component moves on the second guide section, the second guardrail and the first guardrail flip simultaneously.

[0063] Preferably, the traction mechanism includes: a power assembly, a traction wheel disposed on the power assembly, and a wire rope connected to the traction wheel, the wire rope also being connected to a guide assembly;

[0064] The guiding mechanism also includes a baffle, and the guiding component is also provided with a magnetic ring. The baffle is provided with a magnetic head that is adapted to the magnetic ring. The magnetic head is connected to the magnetic ring. The baffle is slidably connected to the support platform. When the guiding component moves in the guiding slide, the baffle will move with the guiding component to block the sliding opening.

[0065] By adopting the above technical solution, the present invention mainly has the following technical effects:

[0066] The space equivalent is determined by predicting the number of passengers boarding, alighting, and the amount of luggage boarding and alighting. Then, the space equivalent is compared with the equivalent threshold to determine the platform door opening and closing method. By overlapping and flipping the second guardrail with the first guardrail, the space for passengers to enter and exit the platform door control system is increased, allowing passengers to board and alight quickly. On the other hand, by flipping the second guardrail with the first guardrail to a state perpendicular to the train, passengers are prevented from walking along the length of the train when passenger flow is high, which would affect their normal boarding and alighting. Furthermore, by separating the flow of people, the probability of stampedes during dense crowds can be effectively reduced, thereby improving the safety factor. Attached Figure Description

[0067] Figure 1 This is a flowchart of a safe boarding method for high-speed rail platforms according to the present invention;

[0068] Figure 2 This is a decision-making flowchart for the platform door opening mode control in a safe riding method for high-speed railway platforms according to the present invention.

[0069] Figure 3 This is a structural schematic diagram of a high-speed railway platform safety boarding system.

[0070] Figure 4 This is a schematic diagram of the platform door control subsystem in a high-speed railway platform safety passenger system according to the present invention;

[0071] Figure 5 This is a schematic diagram of the internal structure of the platform door control subsystem in a high-speed railway platform safety passenger system according to the present invention;

[0072] Figure 6 This is a schematic diagram of the shielding mechanism in a high-speed railway platform safety boarding system according to the present invention;

[0073] Figure 7 This is a schematic diagram of the internal structure of the guide mechanism in a high-speed railway platform safety passenger system according to the present invention;

[0074] Figure 8 This is a schematic diagram of the structure of a guide component in a high-speed railway platform safety passenger system according to the present invention;

[0075] Figure 9 This is a schematic diagram of the shielding mechanism in a high-speed railway platform safety boarding system of the present invention when it is closed;

[0076] Figure 10 This is a schematic diagram of the structure of the shielding mechanism overlapping in the high-speed rail platform safety boarding system of the present invention;

[0077] Figure 11 This is a schematic diagram of the guiding mechanism when the shielding mechanism overlaps in a high-speed railway platform safety boarding system according to the present invention;

[0078] Figure 12 This is a schematic diagram of the structure of the shielding mechanism in the high-speed rail platform safety boarding system of the present invention when it overlaps and flips.

[0079] Figure 13 This is a schematic diagram of the guiding mechanism when the shielding mechanism overlaps and flips in a high-speed railway platform safety riding system according to the present invention.

[0080] The meanings of the reference numerals in the attached figures are as follows:

[0081] 1. Guiding mechanism; 11. Support platform; 12. Guide slide; 121. First guide section; 122. Second guide section; 13. Guiding assembly; 131. Rolling element; 132. Support element; 133. Guide element; 134. Magnetic ring; 135. Wiring clamp; 14. Panel; 141. Sliding port; 15. Baffle; 151. Magnetic head;

[0082] 2. Shielding mechanism; 21. Fixing pin; 22. First guardrail; 23. Second guardrail;

[0083] 3. Traction mechanism; 31. Power assembly; 32. Traction wheel; 33. Wire rope. Detailed Implementation

[0084] To enable those skilled in the art to better understand the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0085] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0086] Please see Figure 1 and Figure 2 The first aspect of this invention provides a method for safe boarding at high-speed rail platforms, comprising the following steps:

[0087] S1. Obtain passenger flow information;

[0088] In some embodiments, the passenger flow information includes: the theoretical number of passengers boarding the train and the theoretical number of passengers disembarking the train. In some embodiments, the theoretical number of passengers boarding the train is used to represent the total number of seats sold that have been locked as the departure station in the ticketing system up to a certain time before the train's departure (e.g., 10 minutes). In some embodiments, the theoretical number of passengers disembarking the train is used to represent the total number of seats sold that have been locked as the destination station in the ticketing system up to a certain time before the train's departure (e.g., 10 minutes).

[0089] In some embodiments, the theoretical number of passengers boarding and the theoretical number of passengers disembarking can be obtained based on the ticketing system.

[0090] In some embodiments, the theoretical number of passengers boarding and disembarking can be accurate to the carriage level. For example, the ticketing system shows that 55 passengers boarded train G01 in carriage 05 at this station and 40 passengers disembarked. That is, the theoretical number of passengers boarding in carriage 05 is 55 and the theoretical number of passengers disembarking is 40.

[0091] S2. Determine the predicted number of passengers boarding and disembarking based on passenger flow information;

[0092] In some embodiments, the predicted number of passengers is an estimated actual number of passengers after adding dynamic passenger flow factors such as waitlist availability, emergency ticketing, and ticket sales to those without tickets to the theoretical number of passengers.

[0093] In some embodiments, the predicted number of passengers disembarking is an estimate of the actual number of passengers disembarking after adding transfer (transfer) passengers at the same station to the theoretical number of passengers disembarking.

[0094] In some embodiments, predicting the number of passengers boarding and alighting in each carriage based on the theoretical number of passengers boarding and alighting can correct blind spots in ticketing data, thereby providing a more accurate passenger flow baseline.

[0095] In some embodiments, the predicted number of passengers is calculated as follows:

[0096] ;

[0097] in, For the carriage The predicted number of passengers boarding, For the carriage Theoretically, the number of passengers in the car The number of people to be recalculated at the last minute;

[0098] In some embodiments, setting a last-minute ticket purchase adjustment number can effectively solve problems such as fulfilling waitlist orders and providing temporary tickets for passengers without tickets. In some embodiments, the last-minute ticket purchase adjustment number... The setting can be based on the theoretical number of passengers boarding, usually 5%-10% of the theoretical number of passengers boarding. For example, if the theoretical number of passengers boarding car 05 is 55, 3 people can be set as the adjusted number of passengers boarding car 05, that is, the predicted number of passengers boarding car 05 is 58.

[0099] In some embodiments, the predicted number of passengers disembarking is calculated as follows:

[0100] ;

[0101] in, For the carriage The theoretical number of people getting off the bus, car The theoretical number of people getting off the bus, Adjustment factor for transit passengers;

[0102] In some embodiments, the transfer passenger correction factor can be set based on the train type. For example, when the arriving train is an inter-regional train, the transfer passenger correction factor can be preset to 0.15; when the arriving train is an intra-regional train, the transfer passenger correction factor can be preset to 0.05.

[0103] As will be understood by those skilled in the art, inter-bureau trains refer to trains that cross the jurisdiction of two or more railway bureaus, characterized by frequent long-distance cross-regional travel and high demand for transfers. Intra-bureau trains refer to trains that operate only within the jurisdiction of their respective railway bureaus, characterized by short-distance commuting and less demand for transfers.

[0104] For example, the theoretical number of people getting off in car number 05 is 40, and the predicted number of people getting off in car number 05 is 46.

[0105] S3. Determine the predicted amount of luggage to be boarded based on the predicted number of passengers.

[0106] In some embodiments, determining the predicted amount of luggage to be boarded based on the predicted number of passengers includes:

[0107] S301. Determine the probability of each theoretically boarding passenger carrying luggage based on the theoretical number of passengers boarding the train;

[0108] In some embodiments, the probability of a passenger carrying luggage is used to characterize the confidence level of an event that a passenger carries at least one piece of luggage on board.

[0109] In some embodiments, the probability of a passenger carrying luggage is calculated as follows:

[0110] ;

[0111] in, For the first The probability of each passenger carrying luggage. , , They are weights, For travel distance characteristics, For passenger type characteristics, Characteristics of historical behavior;

[0112] In some embodiments, the travel distance feature is calculated as follows:

[0113] ;

[0114] in, For passenger travel distance;

[0115] The reason for this is that the longer a passenger's journey, the higher the probability that they will carry luggage. In some embodiments, the passenger's journey distance can be calculated by the distance between the departure station and the destination station.

[0116] For example, when d=100km, When d = 1000 km, .

[0117] In some embodiments, passenger type characteristics can be obtained based on the ticketing system. For example, passenger types can be classified as: solo business travel: short-term business trip, mainly with light luggage, with a preset passenger type characteristic of 0.4; family travel: carrying children's items, with more luggage, with a preset adult passenger type characteristic of 0.7.

[0118] In some embodiments, historical behavioral characteristics can be calculated based on the frequency of luggage carried by a passenger in their last 10 trips. For example, if a passenger has carried luggage in 7 out of the last 10 trips, then... If there are no historical behavioral characteristics, preset values ​​can also be used for setting.

[0119] In some embodiments, , , By using distance as the strongest predictor and then fine-tuning it based on passenger type and individual historical behavior, the confidence level of the theoretical probability of passengers carrying luggage upon boarding is improved.

[0120] In some embodiments, during the above calculation process, the probability of carrying luggage can be normalized by weight normalization. This is to facilitate subsequent calculations.

[0121] For example, a business traveler taking a high-speed train for a distance of 300km has a historical baggage carrying rate of 0.5. Their probability of carrying baggage on board is:

[0122] 0.6×0.45+0.3×0.4+0.1×0.5=0.44.

[0123] S302. Determine the theoretical luggage capacity of the carriage where each theoretical passenger is located based on the luggage carrying probability of each passenger.

[0124] In some embodiments, the theoretical luggage capacity is an estimated value of the theoretical luggage quantity obtained by probability accumulation based on the theoretical number of passengers boarding the train, combined with static characteristics such as individual passenger history, travel distance, and carriage type.

[0125] In some embodiments, the theoretical luggage capacity of the carriage is calculated as follows:

[0126] ;

[0127] 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, Adjustment factor for holidays;

[0128] In some embodiments, the carriage type coefficient can be set by pre-setting according to the carriage type. For example, for a second-class seat carriage of a high-speed train, the carriage type coefficient can be designed to be 1.2, and the holiday correction coefficient can be set based on the date. For example, during the Spring Festival travel rush, the holiday correction coefficient can be designed to be 0.25.

[0129] In some embodiments, during the above calculation process, appropriate units can be set for the coefficients to keep the dimensions of both sides of the formula consistent.

[0130] For example, carriage 05 is a second-class carriage. The theoretical luggage capacity for 55 passengers is calculated as follows: (0.44 + 0.525 + ...) × 1.2 × 1.25 = 36.54, which is rounded up to 37 pieces.

[0131] S303, Determine the probability of passengers carrying luggage when boarding the train;

[0132] In some embodiments, the corrected boarding passengers refer to the dynamic incremental passenger group that completes ticket purchase or identity verification at the last moment before the train departs (usually from 10 minutes before departure to the moment of departure) and is thus included in the passenger flow statistics.

[0133] In some embodiments, the calculation method for the probability of a passenger carrying luggage upon boarding is as follows:

[0134] ;

[0135] in, To correct for the probability of passengers carrying luggage when boarding, , , They are weights, For time-period characteristic probabilities, For site feature probabilities, Probability of weather characteristics;

[0136] In some embodiments, time-period feature probability The settings can be configured based on train departure times. In some embodiments, an average carrying rate can be preset based on historical data and then adjusted according to a holiday correction factor. For example, the characteristic probability of the morning rush hour. The value is 0.52, and it is adjusted to 0.572 during holidays according to the holiday correction factor.

[0137] In some embodiments, site feature probability The settings can be configured based on the station's characteristics. For example, the station type can be set as a hub station, a regular station, or a tourist station, and then different station feature probabilities can be set according to the station type. For instance, the station feature probability of a hub station with many transfers can be designed to be 0.5, while the station feature probability of a tourist station with many passengers and a lot of luggage can be designed to be 0.7.

[0138] In some embodiments, weather feature probability The settings can be adjusted based on the ticketing method. For example, in cases of heavy rain or snow, where heavy clothing and protective gear are needed, resulting in more luggage, the probability of weather-related features can be adjusted. The design value is 0.7.

[0139] In some embodiments, during the above calculation process, the probability of carrying luggage can be normalized by weight normalization. This is to facilitate subsequent calculations.

[0140] In some embodiments, weight , , The allocation can also be based on station type, for example: the weights for hub stations are as follows: , , The weights of the tourist stations are as follows: , , .

[0141] For example, the probability of passengers carrying luggage during a heavy rainstorm during the morning rush hour on a holiday at a tourist station is: 0.3×0.572+0.35×0.7+0.35×0.7=0.758.

[0142] S304. Determine the corrected baggage allowance for the passenger's carriage based on the baggage carrying probability of each corrected boarding passenger.

[0143] In some embodiments, the estimated amount of luggage to be loaded onto the train is adjusted based on the theoretical amount of luggage to be loaded onto the train, and then adjusted by adding dynamic factors such as the luggage demand of passengers who purchased tickets at the last minute, the impact of large passenger flows during holidays, and abnormal weather.

[0144] In some embodiments, the method for calculating the corrected amount of luggage to be carried on board is as follows:

[0145] ;

[0146] in, for Adjustments to the carriage's luggage capacity. The number of people was adjusted for last-minute ticket purchases. This is the emergency amplification factor;

[0147] In some embodiments, the emergency magnification factor The settings can be adjusted according to emergencies. For example, in severe weather, the emergency amplification factor can be adjusted from 1.0 to 1.2 under normal circumstances.

[0148] For example, the corrected luggage allowance for car number 05 is: 3 × 0.758 = 2.274, rounded down to 3 pieces.

[0149] S305. Determine the predicted luggage volume based on the theoretical luggage volume and the corrected luggage volume.

[0150] In some embodiments, the predicted amount of luggage to be loaded onto the vehicle is the sum of the theoretical amount of luggage to be loaded onto the vehicle and the corrected amount of luggage to be loaded onto the vehicle.

[0151] In some embodiments, the method for calculating the predicted amount of luggage to be loaded onto the vehicle is as follows:

[0152] ;

[0153] in, for The predicted luggage capacity for each carriage. for Theoretically, the luggage capacity of the carriage can be increased. for Adjustments to the carriage's luggage capacity.

[0154] For example, the predicted luggage capacity for car number 05 is 37 + 3 = 40 pieces.

[0155] S4. Predict the amount of luggage to be disembarked based on the predicted number of passengers disembarking;

[0156] In some embodiments, the calculation method for predicting the amount of luggage to be disembarked based on the predicted number of passengers is as follows:

[0157] ;

[0158] in, To predict the amount of luggage to be disembarked, To predict the number of people getting off the bus, The historical average probability of carrying the virus. This is a time period correction factor. This is a weather correction factor;

[0159] In some embodiments, the historical average carrier probability Settings can be configured based on historical data, such as the historical average carrier probability. .

[0160] In some embodiments, the time period correction factor It can be set based on time period. For example, during the morning rush hour, the time period correction factor can be adjusted. .

[0161] In some embodiments, weather correction factor It can be set based on the weather; for example, the weather correction factor can be adjusted for rainy or snowy weather. .

[0162] For example, the predicted number of luggage items to be disembarked is: 46 × 0.5 × 1.15 × 1.3 = 31.395, which is rounded up to 32 pieces.

[0163] In some embodiments, under high-speed train operation scenarios, the dynamic collection and transmission of passenger flow data for a single carriage by the onboard sensor network and edge computing nodes inherently suffers from transmission and processing delays, making it difficult to meet the stringent timeliness requirements of minute-level operation and maintenance decisions. As a key input supporting the pre-scheduling of platform resources (typically requiring completion 5-10 minutes in advance), baggage prediction upon disembarkation prioritizes response speed in its modeling. Therefore, adopting a macroscopic estimation strategy based on historical statistical averages can significantly reduce computational complexity while controlling prediction errors within the engineering-acceptable threshold, thereby achieving system lightweighting and real-time performance while ensuring scheduling reliability.

[0164] S5. Determine the space equivalent based on the predicted number of passengers boarding, the predicted number of passengers alighting, the predicted amount of luggage boarding, and the predicted amount of luggage alighting;

[0165] In some embodiments, spatial equivalent is used to quantify the occupancy of transportation resources by passenger flow; the larger the spatial equivalent, the more transportation resources are occupied.

[0166] In some embodiments, determining the spatial equivalent includes:

[0167] S501. Determine passenger equivalent based on predicted boarding and disembarking numbers;

[0168] In some embodiments, passenger equivalent is used to describe the overall dynamic occupancy of space by all passengers.

[0169] In some embodiments, the passenger equivalent is calculated in the following ways:

[0170] ;

[0171] in, Passenger equivalent, To predict the number of passengers boarding, To predict the number of people getting off the bus, Density factor;

[0172] In some embodiments, the density factor can be set in a preset manner. 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 stuffiness and intolerance to crowding.

[0173] For example, the passenger equivalent is calculated as follows: (58+46)×1.2=128.4.

[0174] S502. Determine the luggage equivalent based on the predicted amount of luggage boarding and the predicted amount of luggage disembarking.

[0175] In some embodiments, baggage equivalent is used to describe the comprehensive occupation and obstruction of dynamic space resources by baggage, and is a spatial pressure indicator that quantifies the combined impact of "baggage not only takes up space, but also hinders passage".

[0176] In some embodiments, the baggage equivalent is calculated as follows:

[0177] ;

[0178] in, For baggage equivalent, for The predicted luggage capacity for each carriage. To predict the amount of luggage to be disembarked, As a hindering factor;

[0179] In some embodiments, the hindering factor These are configurable parameters. For example, they can be set based on the proportion of large luggage, such as by using LiDAR to identify the proportion of large luggage in the total luggage, or they can be set based on the time of operation. Compared to daily operations, the Spring Festival travel rush has a higher number of obstacles.

[0180] For example, with a barrier factor of 0.2, the baggage equivalent is calculated as follows: (40+32)×(1+0.2)=86.4.

[0181] S503. Determine the flow equivalent based on the predicted number of passengers boarding and the predicted number of passengers alighting;

[0182] In some embodiments, the flow equivalent is used to quantify the intensity of instantaneous conflict generated by passenger flow during boarding and alighting in the door / passage area.

[0183] In some embodiments, the flow equivalent is calculated as follows:

[0184] ;

[0185] in, For flow equivalent, The flow coefficient, For time concentration;

[0186] In some embodiments, the flow coefficient It is a configurable parameter that can be set based on the number of train doors / platform doors.

[0187] In some embodiments, time concentration This is a configurable parameter that represents the time window during which 90% of the passenger flow is completed, and can be set based on the train's stopping time.

[0188] For example, with a flow coefficient of 1.34 and a time concentration of 3, the flow equivalent is calculated as follows: .

[0189] S504. Determine the spatial equivalent based on passenger equivalent, baggage equivalent, and mobility equivalent;

[0190] In some embodiments, the spatial equivalent can be determined by weighted summation.

[0191] In some embodiments, the spatial equivalent is calculated as follows:

[0192] ;

[0193] in, Spatial equivalent;

[0194] For example, the spatial equivalent is calculated as follows: 0.5×128.4+0.3×86.4+0.2×20.9=94.3.

[0195] It should be noted that in this invention, the units of the coefficients / parameters can be adapted to ensure that the dimensions of both sides of the calculation formula are consistent.

[0196] S6. Determine the opening method of the platform door based on the spatial equivalent, the first equivalent threshold, and the second equivalent threshold;

[0197] In some embodiments, the first equivalent threshold and the second equivalent threshold refer to thresholds for determining the opening state of the platform screen door. In some embodiments, the opening state of the platform screen door includes: half-open and fully open.

[0198] In some embodiments, the opening status of the platform screen door can be determined by comparing the spatial equivalent, a first equivalent threshold, and a second equivalent threshold.

[0199] In some embodiments, determining the platform screen door opening method based on spatial equivalent, a first equivalent threshold, and a second equivalent threshold includes:

[0200] If the spatial equivalent is less than the first equivalent threshold, the platform door is partially opened;

[0201] If the spatial 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 baggage equivalent and the flow equivalent.

[0202] If the spatial equivalent is greater than the second equivalent threshold, the platform door will be fully opened.

[0203] In some embodiments, the method of dynamically selecting the opening state of the platform screen doors based on baggage equivalent and flow equivalent includes:

[0204] If the baggage equivalent exceeds the baggage equivalent threshold, the platform doors will be fully opened;

[0205] If the baggage equivalent is less than the baggage equivalent threshold and the flow equivalent is greater than the flow equivalent threshold, the platform doors will be fully opened;

[0206] If the baggage equivalent is less than the baggage equivalent threshold and the flow equivalent is less than the flow equivalent threshold, the platform door will be partially opened.

[0207] In some embodiments, the first equivalent threshold, the second equivalent threshold, the baggage equivalent threshold, and the mobility equivalent threshold can be set based on historical data or a database.

[0208] As an example, assuming the first equivalent threshold is 55, the second equivalent threshold is 75, the baggage equivalent threshold is 40, and the flow equivalent threshold is 20, the decision flowchart for the platform door opening method is as follows: Figure 2 As stated above.

[0209] In some embodiments, by setting the above three-level hierarchical decision architecture, multi-objective optimization of traffic efficiency, energy consumption and safety margin can be achieved. This decision can effectively reduce the frequency of triggering unnecessary full-open mode and significantly improve the energy efficiency of platform operation and the economic efficiency of equipment life cycle.

[0210] Please see Figures 3-13 The second aspect of the present invention provides a high-speed railway platform safety boarding system for implementing a high-speed railway platform safety boarding method described in the above scheme, comprising: a passenger flow detection subsystem, a platform door control subsystem, and a control center that is communicatively connected to the passenger flow detection subsystem and the platform door control subsystem respectively.

[0211] In some embodiments, the passenger flow detection subsystem is used to acquire passenger flow information. In some embodiments, the passenger flow information includes: predicted number of boarding passengers, predicted number of alighting passengers, predicted amount of luggage boarding passengers, and predicted amount of luggage alighting passengers. In some embodiments, the passenger flow information can be acquired based on the theoretical number of boarding passengers and the theoretical number of alighting passengers, which can be acquired by accessing the ticketing system.

[0212] In some embodiments, the platform screen door control subsystem includes: a guide mechanism 1, a shielding mechanism 2 connected to the guide mechanism 1, and a traction mechanism 3 connected to the shielding mechanism 2.

[0213] In some embodiments, the guide mechanism 1 is a guide part for guiding the shielding mechanism 2 to move. The opening and closing process of the platform door is realized by the shielding mechanism 2 moving in the guide mechanism 1.

[0214] Further, the guiding mechanism 1 includes a support platform 11, a guide slide 12 disposed in the support platform 11, a guiding assembly 13 connected to the guide slide 12, and a panel 14 connected to the support platform 11. In some embodiments, the support platform 11 is the part of the guiding mechanism 1 used for installing and supporting components. The guiding mechanism 1 can be fixed to the platform by opening a fixing groove corresponding to the guiding mechanism 1 at the warning line of the platform and fixing the support platform 11 in the fixing groove with expansion bolts.

[0215] In some embodiments, the guide slide 12 is used to guide the guide assembly 13 to move along the guide slide 12. It includes: a first guide section 121 and a second guide section 122 connected to the first guide section 121. In some embodiments, the first guide section 121 is straight and the second guide section 122 is arc-shaped. The guide 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.

[0216] In some embodiments, the guide component 13 is connected to the shielding mechanism 2 and is used to load the shielding mechanism 2 to slide in the guide slide 12, thereby realizing the opening and closing process of the platform door. The guide component 13 includes: a rolling element 131, a support element 132 connected to the rolling element 131, and a guide element 133 disposed on the support element 132.

[0217] In some embodiments, the rolling element 131 is tactilely connected to the guide slide 12 for the load guiding assembly 13 to move along the setting direction of the guide slide 12. In some more preferred embodiments, the rolling element 131 is an arc-shaped wheel. By designing the structure of the rolling element 131 as an arc-shaped wheel, the rolling element 131 can not only roll along the straight first guide segment 121, but also roll along the arc-shaped second guide segment 122.

[0218] Furthermore, the support member 132 is connected to the rolling member 131, and the support member 132 is also connected to the shielding mechanism 2. By the rolling member 131 rolling in the guide slide 12, the shielding mechanism 2 is driven to move along the guide slide 12.

[0219] In some embodiments, the guide member 133 is disposed on the support member 132 and slidably connected to the panel 14. Further, the panel 14 has a sliding opening 141 adapted to the guide slide 12, and the guide member 133 has a groove adapted to the sliding opening 141. The groove of the guide member 133 can be connected to the panel 14 through the sliding opening 141. The guide member 133 can be displaced along the setting direction of the guide slide 12 through the sliding opening 141. The cooperation between the guide member 133 and the sliding opening 141 can guide the guide component 13 through the sliding opening 141 and limit the guide component 13 through the sliding opening 141.

[0220] In some embodiments, the shielding mechanism 2 is a part for restricting the flow of people, which includes: a fixing pin 21, a first guardrail 22 connected to the fixing pin 21, and a second guardrail 23 connected to the first guardrail 22; in some embodiments, the fixing pin 21 is rotatably connected to the support platform 11, and by connecting the fixing pin 21 to one side of the first guardrail 22, the first guardrail 22 can rotate around the fixing pin 21; by unfolding the first guardrail 22 and the second guardrail 23, the function of restricting the flow of people is achieved.

[0221] In some embodiments, the first guardrail 22 and the second guardrail 23 are slidably connected. For example, a protruding sliding key can be provided on the second guardrail 23, and a sliding groove that cooperates with the sliding key can be provided on the first guardrail 22. The first guardrail 22 and the second guardrail 23 are slidably connected by the sliding key and the sliding groove. In some embodiments, one side of the second guardrail 23 is slidably connected to the side of the first guardrail 22 away from the fixing pin 21. The above structure allows the second guardrail 23 to overlap with the first guardrail 22 when the second guardrail 23 slides along the first guardrail 22. In some embodiments, the first guardrail 22... The overlap process between the second guardrail 23 and the first guardrail 22 is adapted to the first guide section 121. That is, when the guide component 13 moves on the first guide section 121, the second guardrail 23 gradually overlaps with the first guardrail 22. When the guide component 13 moves to the connection between the first guide section 121 and the second guide section 122, the second guardrail 23 and the first guardrail 22 exactly overlap. During the above process, due to the limiting effect of the panel 14 on the guide component 13, the second guardrail 23 can only move along the setting direction of the first guide section 121, and the first guardrail 22 cannot rotate around the fixing pin 21. By overlapping the first guardrail 22 and the second guardrail 23, pedestrians can cross the platform door and enter the platform.

[0222] Furthermore, as the guide component 13 continues to move on the second guide segment 122, since the second guide segment 122 is arc-shaped, the guide component 13 will drive the second guardrail 23 and the first guardrail 22 to rotate around the fixing pin 21. When the guide component 13 moves to the end of the second guide segment 122 away from the first guide segment 121, the second guardrail 23 and the first guardrail 22 simultaneously flip to a vertical state. The overlap and flipping function of the second guardrail 23 and the first guardrail 22 will be further explained below.

[0223] In some embodiments, for platforms with low passenger flow, the platform door control subsystem can be opened (half-open mode) by overlapping the second guardrail 23 with the first guardrail 22 to allow passengers to board and alight from the train. For platforms with high passenger flow, the second guardrail 23 can be overlapped with the first guardrail 22 and then flipped over (fully open mode). This increases the space for passengers to enter and exit the platform door control subsystem, allowing them to board and alight from the train quickly. Furthermore, by flipping the second guardrail 23 with the first guardrail 22 to a position perpendicular to the train, passengers can be prevented from walking along the length of the train, which would affect their normal boarding and alighting. Additionally, by separating the flow of people, the probability of stampedes during periods of high passenger volume can be effectively reduced, thereby improving the safety factor.

[0224] In some embodiments, the guide mechanism 1 further includes a baffle 15, and the guide assembly 13 is also provided with a magnetic ring 134. The baffle 15 is provided with a magnetic head 151 adapted to the magnetic ring 134. The magnetic head 151 is connected to the magnetic ring 134, thereby connecting the baffle 15 to the guide assembly 13. In some embodiments, the baffle 15 is slidably connected to the support platform 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 prevent foreign objects from entering the interior of the guide mechanism 1 through the sliding opening 141 after the second guardrail 23 overlaps with the first guardrail 22 and is flipped, thereby affecting the opening and closing process of the platform door.

[0225] In some embodiments, the traction mechanism 3 is a part used to traction the shielding mechanism 2 for displacement. The traction mechanism 3 includes: a power component 31, a traction wheel 32 disposed on the power component 31, and a steel wire rope 33 connected to the traction wheel 32. The steel wire rope 33 is also connected to the guide component 13. In some embodiments, the power component 31 is a part used to generate power and transmit it to subsequent components or actuators. An exemplary power component 31 may include a motor, which may convert electrical energy into mechanical energy based on the principle of electromagnetic induction.

[0226] Furthermore, the traction wheel 32 is connected to the output end of the power component 31. The power component 31 drives the traction wheel 32 to rotate. Through winding and unwinding, the steel wire rope 33 is used to pull the guide component 13 to move, thereby realizing the overlap of the second guardrail 23 and the first guardrail 22, as well as the flipping process after the overlap.

[0227] In some more preferred embodiments, the winding and unwinding process of the wire rope 33 can be accomplished by two sets of power components 31. For example, one set of power components 31 winds up the wire rope while the other set of power components 31 unwinds it to achieve the overlap of the second guardrail 23 and the first guardrail 22, as well as the flipping process after the overlap. The power component 31 that winds up first then unwinds, and the power component 31 that unwinds first then winds up, to achieve the flipping of the second guardrail 23 and the first guardrail 22, as well as the separation process after the flipping.

[0228] In some more preferred embodiments, the guide assembly 13 further includes a wire clamp 135 connected to the wire rope 33, thereby connecting the wire rope 33 to the guide assembly 13.

[0229] In some embodiments, the control center is used to determine the opening and closing mode of the platform door control subsystem based on the passenger flow information of the passenger flow detection subsystem. The opening and closing mode includes: partially opening the platform door (the second guardrail 23 overlaps with the first guardrail 22) or fully opening the platform door (the second guardrail 23 overlaps with the first guardrail 22 and then flips over).

[0230] In some preferred embodiments, the platform screen door array can be independently controlled based on carriage-level passenger flow perception data. Specifically, when the overall space equivalent of carriage 05 exceeds a preset second equivalent threshold, the system will automatically trigger the full-open mode of the platform screen doors corresponding to that carriage, thereby releasing the buffer area and separating passenger flow to improve boarding and alighting efficiency.

[0231] Finally, it should be noted that the embodiments disclosed in this invention are merely preferred embodiments of this invention and are only used to illustrate the technical solutions of this invention, not to limit it. Although this invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this invention.

Claims

1. A method for safe boarding at high-speed rail platforms, characterized in that, Includes 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 platform door opening method is determined based on spatial equivalent, a first equivalent threshold, and a second equivalent threshold; The determination of 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; 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: ； 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: ； in, For flow equivalent, The flow coefficient, For time concentration; The spatial equivalent is calculated as follows: ； in, Spatial equivalent; The method for determining the platform screen door opening mechanism based on spatial equivalent, a first equivalent threshold, and a second equivalent threshold includes: If the spatial equivalent is less than the first equivalent threshold, the platform door is partially opened; If the spatial 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 baggage equivalent and the flow equivalent. If the spatial equivalent is greater than the second equivalent threshold, the platform door will be fully opened. The method of dynamically selecting the opening state of platform doors based on baggage equivalent and flow equivalent includes: If the baggage equivalent exceeds the baggage equivalent threshold, the platform doors will be fully opened; If the baggage equivalent is less than the baggage equivalent threshold and the flow equivalent is greater than the flow equivalent threshold, the platform doors will be fully opened; If the baggage equivalent is less than the baggage equivalent threshold and the flow equivalent is less than the flow equivalent threshold, the platform door will be partially opened.

2. The method for safe boarding at a high-speed rail platform according to claim 1, characterized in that, The method of determining the predicted luggage volume 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.

3. A method for safe boarding at a high-speed rail platform according to claim 2, characterized in that, The probability of passengers carrying luggage upon boarding is calculated as follows: ； in, For the first The probability of each 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 each passenger carrying luggage. For carriage type coefficient, This is a correction factor for holidays.

4. A high-speed railway platform safety boarding system, characterized in that, A method for safe boarding at a high-speed railway platform for executing any one of claims 1-3 includes: a passenger flow detection subsystem, a platform door control subsystem, and a control center that is communicatively connected to the passenger flow detection subsystem and the platform door control subsystem, respectively. The platform door control subsystem includes: a guiding mechanism, a shielding mechanism connected to the guiding mechanism, and a traction mechanism connected to the shielding mechanism; The guiding mechanism includes a support platform, a guide slide disposed in the support platform, a guiding component connected to the guide slide, and a panel connected to the support platform. The guide slide includes a first guide section and a second guide section connected to the first guide section; the first guide section is straight and the second guide section is curved.

5. A high-speed railway platform safety boarding system according to claim 4, characterized in that, The guiding assembly includes: a rolling element, a support element connected to the rolling element, and a guide element disposed on the support element; The rolling element is tactilely connected to the guide slide, and the rolling element is an arc-shaped wheel; The panel has a sliding opening that matches the guide slide, and the guide has a groove that matches the sliding opening.

6. A high-speed railway platform safety boarding system according to claim 5, characterized in that, The shielding mechanism includes a fixing pin, a first guardrail connected to the fixing pin, and a second guardrail connected to the first guardrail. The fixing pin is rotatably connected to the support platform, and the fixing pin is also connected to one side of the first guardrail. The first guardrail and the second guardrail are slidably connected. When the guide component moves on the first guide section, the second guardrail overlaps with the first guardrail; when the guide component moves on the second guide section, the second guardrail and the first guardrail flip simultaneously.

7. A high-speed railway platform safety boarding system according to claim 5, characterized in that, The traction mechanism includes: a power assembly, a traction wheel mounted on the power assembly, and a wire rope connected to the traction wheel, the wire rope also being connected to a guide assembly; The guiding mechanism also includes a baffle, and the guiding component is also provided with a magnetic ring. The baffle is provided with a magnetic head that is adapted to the magnetic ring. The magnetic head is connected to the magnetic ring. The baffle is slidably connected to the support platform. When the guiding component moves in the guiding slide, the baffle will move with the guiding component to block the sliding opening.

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