Train running state display method and passenger information system

Abstract

The invention relates to the technical field of rail transit information systems, and discloses a train running state display method and a passenger information system. According to the system, real-time operation data of a train is collected, and a corresponding station sequence is extracted according to a line identifier so as to generate a front station sequence; calculating the estimated running time of arriving at the next station in combination with the current stop station, the driving direction and the preset distance; comprehensive state information including the current position and speed of the train, the arrival time of the next station and forenotices of multiple stations ahead is generated based on the dynamic state; according to the physical layout configuration information of the compartment display screens, visual element combination is carried out on the information, and graphical pictures matched with the display screens of different sizes and types are generated and sent to the compartment display screens to be updated. According to the invention, the multi-station continuous forecast of the operation state and the cross-screen self-adaption of the display picture are realized, the integrity of information service and the experience of passengers are improved, and the complexity of the adaptation of multi-vehicle type equipment is reduced at the same time.

Description

Technical Field

[0001] This invention relates to the field of rail transit information system technology, specifically to a train operation status display method and a passenger information system. Background Technology

[0002] In urban rail transit systems, in-car displays are crucial for conveying operational information to passengers. Currently, most common train status display technologies are based on simple signal triggers from the train control system. Typically, when the train leaves a station, the display switches to show the name of the next station, possibly accompanied by a fixed icon or simple speed information. This information update mode relies on pre-set station arrival logic, resulting in relatively static and limited content.

[0003] Existing technical solutions have shortcomings. The displayed information is insufficient, typically only informing passengers of the next stop and lacking information on subsequent stops. Passengers cannot predict the entire journey's progress, especially during long journeys or when routes intersect, making it difficult to plan their trips. Furthermore, the size, model, and installation location of the displays in the carriages vary, while the existing systems often use fixed templates for their display interfaces. This leads to issues such as layout errors, incomplete text display, or obscured key information on different carriage screens, requiring specialized interface debugging and adaptation for different train models, resulting in high implementation and maintenance costs.

[0004] There is a need for a solution that can provide richer, more forward-looking operational status and automatically adapt to different display terminals in order to improve the quality of information services and passenger experience. Summary of the Invention

[0005] The purpose of this invention is to provide a train operation status display method and a passenger information system to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides a method for displaying train operation status, the method comprising:

[0007] Collect real-time train operation data, which includes train speed, current stop number, next stop number, and train line identifier;

[0008] Based on the train line identifier, extract the station sequence corresponding to the train line identifier from the preset line station database, and determine several stations to be passed by the train ahead based on the station sequence to generate the forward station sequence.

[0009] Based on the current stop number, the station information of the next adjacent station is extracted from the preceding station sequence, and the estimated travel time to the next station is calculated based on the preset distance between the current train direction and the station.

[0010] Based on the train speed, the sequence of stations ahead, and the estimated travel time, train operation status information including the train's current location, direction of travel, speed of travel, arrival time at the next station, and forecasts of multiple stations ahead is dynamically generated;

[0011] Based on the physical layout configuration information of the display screens inside the carriages, the train operation status information is visualized by combining elements to generate a graphical status screen that is adapted to different sizes and types of carriage display screens.

[0012] The graphical status screen is sent to the corresponding display screens in each carriage of the train so that the display screens are updated and show the train's operating status.

[0013] Preferably, the step of extracting the station sequence corresponding to the train line identifier from a preset line station database based on the train line identifier, and determining several stations to be passed ahead of the train based on the station sequence to generate the forward station sequence includes:

[0014] Based on the train line identifier, a matching query is performed in the preset line station database to obtain a complete train line station sequence. The train line station sequence includes the station number and station name of all stations on the train line, and the stations are arranged in the order of bidirectional train operation.

[0015] Based on the current stop number, locate it in the complete train line stop sequence to determine the sequence position of the current stop number;

[0016] Based on the train's direction of travel, extract all station numbers and station names located after the current stop number from the complete train line station sequence to form a basic forward station list;

[0017] Based on a preset threshold for the number of forward stations to be displayed, a specified number of station information is extracted from the starting position of the basic forward station list to generate the forward station sequence.

[0018] Preferably, the step of extracting the station information of the next adjacent station from the preceding station sequence based on the current stop number, and calculating the estimated travel time of the train to the next station based on the preset distance between the train's current direction of travel and the station, includes:

[0019] Extract the information of the first station in the preceding station sequence and use it as the information of the next station. The information of the next station includes the station number and the station name of the next station.

[0020] Based on the train line identifier and the current stop number, query the distance database between stops to obtain the track mileage data between the current stop number and the next stop number;

[0021] Divide the track mileage data by the train speed to obtain the initial time required for the train to travel at its current constant speed to the next station.

[0022] The system queries the line operation experience database to obtain the historical average acceleration / deceleration time compensation value of the train line identifier within the station number range from the current stop number to the next stop. The initial time is added to the historical average acceleration / deceleration time compensation value to obtain the estimated running time.

[0023] Preferably, the step of dynamically generating train operation status information based on the train speed, the sequence of stations ahead, and the estimated travel time, including the train's current position, direction of travel, speed, arrival time at the next station, and forecasts for multiple stations ahead, includes:

[0024] The train speed is combined with the direction signal collected by the train direction sensor to generate a real-time train movement vector description;

[0025] The name of the next station is combined with the estimated running time and formatted as the arrival time information of the next station;

[0026] Extract the information of the second and subsequent stations from the preceding station sequence to generate a list of preceding multi-station stations;

[0027] The train's real-time operation vector description, the next station arrival time information, and the list of multiple stations ahead are structured and encapsulated to generate the train operation status information.

[0028] Preferably, the step of combining visual elements of the train operation status information based on the physical layout configuration information of the display screens inside the carriage to generate a graphical status screen adapted to different sizes and types of carriage display screens includes:

[0029] Based on the device identifier of the target carriage display screen, query the display screen configuration database to obtain the physical layout configuration information of the display screen inside the carriage. The physical layout configuration information includes screen resolution, screen size, aspect ratio, and preset visualization template identifier.

[0030] Based on the visualization template identifier, the corresponding graphic rendering template is invoked. The graphic rendering template defines the reference position, size, and style attributes of the visual elements such as the train icon, running trajectory line, station mark, and text information box.

[0031] The data items in the train operation status information are mapped to the corresponding visualization elements according to the definition of the graphic rendering template, and the position and size of the visualization elements are scaled and adjusted proportionally according to the screen resolution, screen size and aspect ratio.

[0032] All the adjusted visual elements are combined and arranged on the logical canvas to generate the graphical state screen that matches the physical characteristics of the target display screen.

[0033] Preferably, the step of combining and arranging all the adjusted visual elements on the logical canvas to generate the graphical state screen that matches the physical characteristics of the target display screen includes:

[0034] Create a logical canvas that matches the screen resolution and aspect ratio;

[0035] The train icon element, representing the train's current position and direction of travel, is drawn at the corresponding position on the logical canvas according to the position ratio information in the train's operating status information.

[0036] Line segment elements representing the running trajectory are drawn on the logical canvas, connecting the station markers, according to the station order and relative distance of the preceding station sequence.

[0037] The station marker elements representing the stations are drawn at equal intervals on the line segment elements of the running trajectory, according to the order of the preceding station sequence.

[0038] The text information box element containing the running speed and the arrival time of the next station is drawn on the logical canvas in the preset area specified by the graphics rendering template.

[0039] The list-style text elements containing advance notice information for multiple stations are drawn on another preset area on the logical canvas specified by the graphics rendering template, thus completing the generation of the graphical status screen.

[0040] Preferably, the step of performing a matching query in the preset line station database based on the train line identifier to obtain a complete train line station sequence includes:

[0041] The train line identifier is parsed to obtain the line number and running direction code;

[0042] Using the line number as the query key, a search is performed in the line table of the preset line station database to obtain a set of station numbers corresponding to all stations.

[0043] Based on the running direction code, the station order arrangement rule is determined; if the running direction code indicates an upward direction, the station number set is arranged in ascending order; if the running direction code indicates a downward direction, the station number set is arranged in descending order.

[0044] The set of station numbers arranged according to the rules is associated with the corresponding station names obtained from the station information table of the preset line station database to form a list of station numbers and station names with serial numbers, which serves as the complete train line station sequence.

[0045] Preferably, the step of querying the line operation experience database to obtain the historical average acceleration / deceleration time compensation value of the train line identifier within the station number interval from the current stop number to the next stop includes:

[0046] Using the train line identifier, the current stop number, and the next stop number as query criteria, a search is performed in the historical operation record table of the line operation experience database;

[0047] From all retrieved historical operation records, extract the actual time taken by the train for each run within the interval defined by the current stop number and the next stop number, and the theoretical constant speed time calculated based on track mileage and average speed.

[0048] Calculate the difference between the actual time taken for each run and the theoretical constant speed time to obtain the single acceleration / deceleration time compensation value;

[0049] The arithmetic mean of all single acceleration / deceleration time compensation values ​​is calculated, and the result is used as the historical average acceleration / deceleration time compensation value.

[0050] Preferably, sending the graphical status screen to the corresponding display screens in each carriage of the train, so that the display screens update and display the train's operating status, includes:

[0051] The generated graphical status screen is encoded into frame data in a specified image format;

[0052] The network address corresponding to the display screen in each carriage is determined based on the display screen address mapping table in the train's onboard network.

[0053] The encoded frame data of the graphical status screen is sent to each of the network addresses via the train's onboard network in a multicast or unicast manner.

[0054] After receiving the frame data, the display screens in each carriage decode it and overlay the original image, thus updating and presenting the train's operating status.

[0055] Preferably, the present invention also includes a passenger information system for implementing the train operation status display method described above, the system comprising:

[0056] The data acquisition unit is configured to collect real-time train operation data, which includes train speed, current stop number, next stop number, and train line identifier.

[0057] The data processing unit is configured to extract the station sequence corresponding to the train line identifier from a preset line station database based on the train line identifier, determine several stations to be passed ahead of the train based on the station sequence, generate a sequence of stations ahead, extract the station information of the next adjacent station from the sequence of stations ahead based on the current station number, calculate the estimated travel time of the train to the next station based on the preset distance between the current travel direction of the train and the station, and dynamically generate train operation status information including the current position of the train, travel direction, travel speed, arrival time of the next station, and advance notice of multiple stations ahead based on the train speed, the sequence of stations ahead, and the estimated travel time.

[0058] The image generation unit is configured to combine visual elements of the train operation status information according to the physical layout configuration information of the display screen inside the carriage, and generate a graphical status image that is suitable for different sizes and types of carriage display screens.

[0059] The communication and display unit is configured to send the graphical status screen to the corresponding display screens in each carriage of the train, so that the display screens are updated and the train operation status is displayed.

[0060] Compared with the prior art, the beneficial effects of the present invention are:

[0061] By integrating real-time train speed, location, and preset route and station data, the system dynamically generates and updates sequential advance warning information containing multiple stations to be passed ahead. The system comprehensively utilizes the train's current station number and line identifier to extract a complete station sequence from the database, thereby determining several stations to be passed ahead. Combining the train's direction of travel, preset distances between stations, and real-time speed, it calculates the estimated travel time to each subsequent station. This expands the displayed content from a single next station information to a preview of the progress of a continuous journey, allowing passengers to obtain the expected time or sequence of arrival at multiple subsequent stations. This multi-station advance warning function enhances the depth of information, giving passengers a clear expectation of their subsequent journey.

[0062] Based on the pre-recorded physical layout configuration information of the vehicle's display screens, the system automatically combines and adapts the visualization elements of the aforementioned comprehensive status information. This process dynamically adjusts graphic elements, text font sizes, and the overall layout to suit the size, type, and resolution characteristics of different display screens. The generated graphical status screens can precisely match the hardware characteristics of various display terminals, ensuring that core information is presented clearly, completely, and visually optimized on different screens. This achieves adaptive output of the same information source on multiple models and sizes of display screens, eliminating the need for separate interface design and debugging for different vehicle models or screens, and reducing the deployment complexity and long-term maintenance burden of the system in heterogeneous in-vehicle equipment environments. Attached Figure Description

[0063] Figure 1 This is a schematic diagram illustrating the working principle of the train operation status display method described in this invention.

[0064] Figure 2 A flowchart for generating the sequence of preceding stations;

[0065] Figure 3 A flowchart for calculating the estimated runtime;

[0066] Figure 4 A graph showing the correlation between passenger capacity and energy consumption during train operation.

[0067] Figure 5 This is a graph showing the correlation between passenger flow and operating speed at stations on Metro Line 1 during peak hours. Detailed Implementation

[0068] The technical solutions of 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 some embodiments of the present invention, and not all embodiments. 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.

[0069] Please see Figure 1 The present invention provides a method for displaying train operation status, the method comprising:

[0070] This invention relates to a method for displaying train operation status. The following detailed description, in conjunction with specific embodiments, illustrates the following steps: Real-time train operation data is collected, including train speed, current stop number, next stop number, and train line identifier. Based on the train line identifier, a station sequence corresponding to the train line identifier is extracted from a pre-set line and station database. Based on this station sequence, several stops to be passed ahead of the train are determined, generating a sequence of upcoming stops. Based on the current stop number, the station information of the next adjacent stop is extracted from the sequence of upcoming stops. Based on a preset distance between the train's current direction of travel and the station, the estimated travel time to the next stop is calculated. Based on the train speed, the sequence of upcoming stops, and the estimated travel time, train operation status information, including the train's current position, direction of travel, speed, next stop arrival time, and advance notices of multiple upcoming stops, is dynamically generated. Based on the physical layout configuration information of the display screens inside the carriages, the train operation status information is combined with visual elements to generate a graphical status screen adapted to different sizes and types of carriage display screens. The graphical status screen is sent to the corresponding display screens in each carriage of the train, so that the display screens update and display the train operation status.

[0071] In one embodiment of the present invention, see [reference] Figure 2The real-time train operation data includes a train line identifier, which can be in the format "Line01_UP", where "Line01" is the line number and "UP" is the direction code, indicating the upward direction. A pre-set line and station database contains a general line table and a station information table. The general line table stores the set of station numbers for all stations included in each line, and the station information table stores the station name corresponding to each station number. In some embodiments, the train line identifier "Line01_UP" is parsed to obtain the line number "Line01" and the direction code "UP". Using the line number "Line01" as the query key, a search is performed in the general line table of the pre-set line and station database to obtain the set of station numbers corresponding to all stations with the line number "Line01". The initial order of this set may be {"S01", "S02", "S03", "S04", "S05"}. Based on the direction code "UP" indicating the upward direction, the station order is determined to be in ascending order of station number. Therefore, sorting the station numbers in ascending order results in {"S01", "S02", "S03", "S04", "S05"}. If the direction code is "DOWN" indicating a downhill direction, the sorting rule is to sort the station numbers in descending order, resulting in the station number set {"S05", "S04", "S03", "S02", "S01"}. This sorted station number set is then associated with the corresponding station names retrieved from the station information table in the pre-set route station database. For example, the station information table records S01 as the "starting station", S02 as "Heping Road station", S03 as "Central Square station", S04 as "Science and Technology Park station", and S05 as the "ending station". After association, a list of station numbers and station names with serial numbers is formed, such as serial number 1: (S01, starting station), serial number 2: (S02, Heping Road station), serial number 3: (S03, Central Square station), serial number 4: (S04, Science Park station), serial number 5: (S05, terminal station). This list serves as a complete sequence of train line stations.

[0072] In practice, the current stop number is located within the complete train line station sequence to determine its position. For example, if the current stop number is "S02", its corresponding sequence number in the complete train line station sequence is 2. Therefore, the current stop number "S02" is determined to be the second position. Based on the train's direction of travel, all station numbers and names following the current stop number's position are extracted from the complete train line station sequence to form a basic forward station list. Since the direction of travel is upward, "following the current stop number" refers to stations with sequence numbers greater than 2. The station information corresponding to sequence numbers 3, 4, and 5 is extracted, forming the basic forward station list as [(S03, Central Square Station), (S04, Science Park Station), (S05, Terminal Station)].

[0073] In some embodiments, a preset threshold for the number of stations to be displayed ahead is established, which controls the number of stations ultimately displayed to passengers. The threshold can be set to 3. Based on the preset threshold, a specified number of station information entries are extracted from the starting position of the basic forward station list to generate a forward station sequence. The basic forward station list contains three station entries, equal to the threshold of 3, so this basic forward station list is directly used as the forward station sequence, which is [(S03, Central Plaza Station), (S04, Science Park Station), (S05, Terminal Station)]. It can be understood that if the number of stations in the basic forward station list exceeds the threshold, for example, if the threshold is set to 2, then the first two station entries are extracted from the starting position of the basic forward station list, generating the forward station sequence [(S03, Central Plaza Station), (S04, Science Park Station)]. If the number of stations in the basic forward station list is less than the threshold, then the basic forward station list is directly used as the forward station sequence.

[0074] Optionally, the sorting logic of station numbers can be adjusted based on the actual geographical mileage relationship between stations, rather than a simple ascending or descending order. The pre-set line station database's master table stores not only the set of station numbers but also the mileage data between adjacent stations. After determining the station order arrangement rules, an initial sequence of station numbers arranged according to the rules is obtained. For each station in this initial sequence, its mileage data to the next station is queried and accumulated to verify whether the order conforms to the actual operating path. During the verification process, the accumulated mileage value should monotonically increase. If the accumulated mileage value shows a non-monotonic change, the station order is calibrated based on the mileage data. The calibrated order ensures that the accumulated mileage value strictly increases. The calibrated set of station numbers is then associated with the station names to form a complete train line station sequence. For example, the initial set sorted in descending order by number is {S05,S04,S03,S02,S01}. A query of the mileage database shows that the mileage from S05 to S04 is 1.2 km, from S04 to S03 is 0.8 km, from S03 to S02 is 1.5 km, and from S02 to S01 is 1.0 km. The cumulative mileage sequence is [0, 1.2, 2.0, 3.5, 4.5], which is monotonically increasing. Therefore, the order is valid and no adjustment is needed.

[0075] In one embodiment of the present invention, see [reference] Figure 3 The system extracts the information of the first station in the preceding station sequence and uses it as the information for the next station. The information for the next station includes its station number and name. For example, if the preceding station sequence is [(S03, Central Square Station), (S04, Science Park Station), (S05, Terminal Station)], extracting the information of the first station yields the station number "S03" and the station name "Central Square Station" for the next station. Based on the train line identifier and the current station number, the system queries the inter-station distance database to obtain the track mileage data between the current station number and the next station number. Assuming the train line identifier is "Line01", the current station number is "S02", and the next station number is "S03", the system queries the inter-station distance database for the track mileage data corresponding to the key-value pair "Line01_S02_S03".

[0076] In some embodiments, the track mileage data is divided by the train speed to obtain the initial time required for the train to travel at its current constant speed to the next station. The train speed needs to be converted to units consistent with the track mileage data for calculation. For example, if the train speed is 60 km / h and the track mileage data is 1500 meters (1.5 km), the initial time is calculated as 1.5 km divided by 60 km / h, resulting in 0.025 hours, which is equivalent to 1.5 minutes. The historical average acceleration / deceleration time compensation value of the train line identifier within the station number range from the current stop number to the next station is obtained by querying the line operation experience database. The historical operation record table in the line operation experience database is retrieved using the train line identifier "Line01", the current stop number "S02", and the next station number "S03" as query conditions. The historical operation record table stores actual data on multiple past train runs within a specific section. When querying the line operation experience database, the historical operation record table can be expanded to include environmental factor label fields, such as adding "weather conditions" and "date type" as optional filter parameters. Specifically, in addition to using the combination of train line identifier, current stop number, and next stop number as query criteria, the system adds identifier matching for extreme weather and holidays. When retrieving historical operation records, the system can prioritize filtering out data subsets similar to the current operating conditions before calculating acceleration and deceleration time compensation values.

[0077] In practice, the query criteria are a combination of train line identifier, current stop number, and next stop number, with optional filtering parameters including current weather condition identifier and date type identifier. The system searches the historical operation record table in the line operation experience database. It prioritizes filtering data subsets similar to the current operating conditions, such as historical records matching the same weather conditions and date type. From the filtered historical operation records, the actual time taken for each train run within the interval defined by the current stop number "S02" and the next stop number "S03," along with the theoretical constant speed time calculated based on track mileage and average speed, are extracted. Assuming five matching historical operation records are retrieved, with actual times of 110 seconds, 115 seconds, 108 seconds, 112 seconds, and 109 seconds respectively, and the track mileage is constant at 1500 meters, and the average speed in the historical operation records is assumed to be 60 km / h, then the theoretical constant speed time is constant at 1.5 minutes, or 90 seconds. The difference between the actual time and the theoretical constant speed time for each run is calculated to obtain the single acceleration / deceleration time compensation value. For the first record, the single acceleration / deceleration time compensation value is 110 seconds minus 90 seconds, which equals 20 seconds; for the second, it's 115 seconds minus 90 seconds, which equals 25 seconds; for the third, it's 18 seconds; for the fourth, it's 22 seconds; and for the fifth, it's 19 seconds. The arithmetic mean of all single acceleration / deceleration time compensation values ​​is calculated, and the result is used as the historical average acceleration / deceleration time compensation value. The calculation formula is as follows:

[0078] in: This represents the historical average acceleration / deceleration time compensation value. This indicates the total number of historical runs. Indicates the first The actual time consumed in each historical run record This represents the theoretical constant-speed travel time calculated based on track mileage and average speed. Substituting these values ​​into the numerical calculation, the historical average acceleration / deceleration time compensation value is obtained. The estimated running time is calculated by adding the initial time to the historical average acceleration / deceleration time compensation value. The initial time is 1.5 minutes (90 seconds), and adding 20.8 seconds gives an estimated running time of 110.8 seconds, approximately 1.85 minutes.

[0079] It is understandable that the theoretical constant speed time is... The calculation can be based on a fixed standard speed value, or it can be calculated separately based on the average speed value recorded for each historical run record. In the latter case, for the first... The historical running record shows the theoretical constant speed time. The average speed recorded this time With fixed track mileage The calculation shows that, The corresponding single acceleration / deceleration time compensation value is Then, the historical average acceleration / deceleration time compensation value is obtained by arithmetically averaging all the single acceleration / deceleration time compensation values.

[0080] Optionally, the actual time consumption data stored in the historical operation record table may include extreme values ​​caused by abnormal operating conditions such as temporary stops and signal waiting. Before calculating the historical average acceleration / deceleration time compensation value, all retrieved single acceleration / deceleration time compensation values ​​can be filtered. A reasonable threshold range is set, for example, based on the mean plus or minus three standard deviations, to remove single acceleration / deceleration time compensation values ​​falling outside this threshold range. The arithmetic mean of the remaining filtered single acceleration / deceleration time compensation values ​​is then calculated, resulting in a historical average acceleration / deceleration time compensation value that better reflects the train's operating characteristics under normal conditions.

[0081] In one embodiment of the present invention, the generation of train operation status information is based on train speed, the sequence of stations ahead, and estimated travel time. The generation of the real-time train operation vector description requires combining the train speed with the direction signal collected by the train direction sensor. The train direction sensor is installed at the front of the train and can continuously collect and output digital signals representing the train's direction of travel. For example, a signal "1" represents the upward direction, and a signal "0" represents the downward direction. Assuming the collected train speed is 72 km / h and the direction signal collected by the train direction sensor is "1", the numerical train speed is combined with the semantic direction signal to generate a text description as the real-time train operation vector description, such as "upward, 72 km / h". In some embodiments, the format of the real-time train operation vector description can be adjusted, for example, the speed unit can be converted to meters per second, and the direction signal can be mapped to a more specific orientation description to generate a real-time train operation vector description such as "heading north, 20 m / s".

[0082] In practical implementation, generating the next station arrival time information requires combining and formatting the station name of the next station with the estimated travel time. The station name of the next station comes from the information of the first station in the preceding station sequence, such as "Central Square Station". The estimated travel time comes from a calculated value, such as 110.8 seconds. The estimated travel time is converted into a more easily understood minute expression; 110.8 seconds is approximately equal to 1.85 minutes. The formatting operation combines the station name and time information according to a fixed template, generating the next station arrival time information as "Central Square Station will arrive in 1.85 minutes". In some embodiments, the formatting template can contain more elements, such as "Next station: Central Square Station, estimated arrival time: 1.85 minutes". The specific style of the formatting template can be predefined according to display requirements. It is understood that the unit conversion and rounding rules of the estimated travel time are part of the formatting process; 1.85 minutes can be further rounded to 2 minutes for display, or it can be displayed as 1.9 minutes with one decimal place.

[0083] In practice, generating the forward multi-station list requires extracting the station information from the second and subsequent stations in the forward station sequence. The forward station sequence is an ordered list, for example, containing three stations: [(S03, Central Square Station), (S04, Science Park Station), (S05, Terminal Station)]. Extracting the station information from the second and subsequent stations means extracting all elements at index 1 and above from the list, resulting in a new list [(S04, Science Park Station), (S05, Terminal Station)]. This new list serves as the forward multi-station list. It's understood that the forward multi-station list may contain zero, one, or more stations, depending on the length of the forward station sequence. If the forward station sequence contains only one station, the generated forward multi-station list will be empty. The forward multi-station list can be presented as a simple text enumeration, such as "Science Park Station, Terminal Station".

[0084] In practice, the generation of train operation status information is accomplished by structurally encapsulating the train's real-time operation vector description, the arrival time information of the next station, and the list of multiple stations ahead. Structured encapsulation means packaging these three types of information according to a predetermined data organization format to form a complete data structure. The encapsulation process can be represented as a function mapping:

[0085] in: This indicates the generated train operation status information. This indicates a wrapper function or mapping rule. This represents a vector description of the real-time train operation. This indicates the arrival time information for the next station. This indicates a list of stations preceding the current station. Encapsulated function. The specific implementation is to take the input parameters Organize and output the information according to the selected format template. Optionally, during the structured encapsulation process, metadata fields such as timestamps and train numbers can be added to the information to give the train operation status information richer context.

[0086] In one embodiment of the present invention, based on the device identifier of the target carriage display screen, the display screen configuration database is queried to obtain the physical layout configuration information of the display screen inside the carriage. The device identifier of the target carriage display screen can be "DISP_CAR01", and the physical layout configuration information includes screen resolution, screen size, aspect ratio, and a preset visualization template identifier. For example, the screen resolution corresponding to the device identifier "DISP_CAR01" is 1920 pixels x 1080 pixels, the screen size is 55 inches, the aspect ratio is 16:9, and the preset visualization template identifier is "TEMPLATE_VERTICAL_001". Based on the visualization template identifier "TEMPLATE_VERTICAL_001", the corresponding graphic rendering template is called. The graphic rendering template defines the reference position, size, and style attributes of visual elements such as train icons, running track lines, station markers, and text information boxes. For example, the graphic rendering template "TEMPLATE_VERTICAL_001" specifies that the reference position of the train icon is at the coordinate point of 20% horizontally and 50% vertically on the canvas, the reference size is 60 pixels x 60 pixels, and the style is a blue arrow.

[0087] In the specific implementation, the data items in the train operation status information are mapped to the corresponding visualization elements according to the definition of the graphic rendering template. The train operation status information comes from the structured data generated by the implementation example, which includes, for example, the real-time train operation vector description "Uphill, 72km / h", the next station arrival time information "Central Square Station will arrive in 1.85 minutes", and the list of multiple stations ahead ["Science Park Station", "Terminal Station"]. The mapping process includes filling the speed text "72km / h" into the specified running speed text information box element in the graphic rendering template, filling the next station arrival time information "Central Square Station will arrive in 1.85 minutes" into the next station information text information box element, and filling the station names in the list of multiple stations ahead into a multi-line text list element in sequence. The position and size of the visualization elements are scaled and adjusted proportionally according to the screen resolution, screen size, and aspect ratio. The purpose of the scaling adjustment is to make the layout defined by the reference template adaptable to displays with different physical characteristics. The adjustment involves calculating a scaling factor, which is determined by the proportional relationship between the actual screen resolution and the reference resolution defined by the graphic rendering template.

[0088] In practice, all adjusted visual elements are combined and arranged on a logical canvas to generate a graphical status screen that matches the physical characteristics of the target display. A logical canvas with the same screen resolution and aspect ratio is created, with dimensions of 1920 pixels * 1080 pixels. The train icon element, representing the train's current position and direction of travel, is drawn at the corresponding position on the logical canvas based on the position ratio information in the train's operating status information. The train's operating status information needs to include a ratio indicating the train's relative position within the current operating section. For example, the train has just departed from station S02 and is heading to station S03, and the current distance traveled accounts for 30% of the total distance of the section. The sequence of stations ahead is [S03, S04, S05], and the relative distance ratios between each station are known. This position ratio information is used to determine the specific coordinates of the train icon on the operating trajectory and the arrangement of the station markers. Refer to Table 1, which shows an example of position ratio information.

[0089] Table 1: Position Proportion Information in Train Operation Status Information

[0090] Site Name Distance ratio Cumulative percentage Current site (S02) - 0% Central Plaza Station (S03) 1.0 40% Science Park Station (S04) 0.8 72% Terminal station (S05) 1.4 100%

[0091] In Table 1, the distance ratio represents the relative distance weight from the previous station to the current station, and the cumulative ratio represents the percentage of the cumulative distance from the current station (S02) to the current station relative to the total distance traveled ahead. Based on this, the train icon should be drawn at the 30% mark between the current station and the Central Plaza station, which corresponds to the coordinate point of the cumulative ratio of 12% on the logical canvas running the trajectory line.

[0092] In practice, line segments representing the running trajectory are drawn on the logical canvas, connecting the station markers, according to the station order and relative distance of the preceding station sequence. The running trajectory line can be a horizontal straight line, with its starting and ending coordinates determined by the layout template, for example, the starting coordinates are (200, 500) and the ending coordinates are (1720, 500). Station marker elements representing stations are drawn at equal intervals on the line segments of the running trajectory, according to the order of the preceding station sequence. Optionally, "equal intervals" can be drawn with proportional spacing based on the cumulative ratio in Table 1, rather than strict arithmetic division. For example, the station marker for Central Plaza Station should be drawn on the running trajectory line at a horizontal distance of (1720-200)*40%+200=808 pixels from the starting point, and the marker for Science Park Station should be drawn at a position of (1720-200)72%+200=1294.4 pixels. Text information box elements containing running speed and next station arrival time information are drawn on the logical canvas in a preset area specified by the graphics rendering template. For example, a graphics rendering template specifies a rectangular area with its top-left corner at coordinates (100, 800) and its bottom-right corner at coordinates (900, 1000). After scaling, the actual drawing area is the top-left corner at (200, 800) and the bottom-right corner at (1800, 1000). The speed text "72 km / h" and the next stop information text "Central Square Station, arriving in 1.85 minutes" are rendered within this area. In some embodiments, the font size of the text also needs to be adjusted according to the scaling factor. If the base font size is 24 pixels, then the actual font size is 242.0 = 48 pixels.

[0093] The list-style text elements containing information about upcoming stations are drawn onto a pre-defined area on the logical canvas, specified by the graphics rendering template, to generate the graphical status screen. This pre-defined area is, for example, a vertical list area on the right side of the logical canvas, with base coordinates from (1200, 200) to (1800, 700), and adjusted coordinates from (1400, 200) to (1760, 700). Within this area, the list of upcoming stations ["Science Park Station", "Terminal Station"] is drawn row by row in list format. It can be understood that before the final graphical status screen is generated, all drawing instructions for the visual elements are collected and processed by the graphics rendering engine. The graphics rendering engine performs specific operations such as pixel filling, line drawing, and text rendering, outputting a complete bitmap image. This rendering process can be abstracted as a function:

[0094] in: This represents the generated graphical status screen. This indicates the functionality of the graphics rendering engine. This represents a collection description of all visual elements after scaling. This indicates the screen resolution parameter. This represents the set of styles and layout rules defined in the graphics rendering template.

[0095] See Figure 4 This chart visually illustrates the dynamic relationship between passenger capacity and energy consumption during different operating periods. Specifically, during the morning peak, passenger capacity reaches 1200 people, corresponding to an energy consumption of 84 kWh / 100km; during off-peak periods, passenger capacity drops to 800 people, and energy consumption decreases to 76 kWh / 100km; during the evening peak, passenger capacity rebounds to around 1100 people, and energy consumption rises to 82 kWh / 100km; at night, passenger capacity is only 300 people, and energy consumption drops to 70 kWh / 100km. From an operational efficiency perspective, passenger capacity and energy consumption show a significant positive correlation, consistent with the scale effect characteristics of train transportation: the energy cost per unit of passenger flow is lower during periods of high passenger capacity, while the energy cost per unit of passenger flow is relatively higher during periods of low passenger capacity. This chart can provide a quantitative basis for energy consumption optimization and capacity allocation adjustments in train operation scheduling. For example, during off-peak periods, energy consumption can be matched with passenger flow by reasonably reducing capacity (such as reducing train formations), thereby improving overall operational efficiency.

[0096] In one embodiment of the present invention, the generated graphical state screen is encoded into frame data of a specified image format. The graphical state screen originates from image data output by the embodiment, such as an RGB bitmap with a resolution of 1920 pixels x 1080 pixels. The specified image format can be JPEG, PNG, or BMP. The encoding operation is completed by calling an image encoding library. When encoding to JPEG format, a compression quality factor needs to be set, for example, 85. The encoding process outputs a continuous binary data stream as frame data. The size of the frame data depends on the compression ratio and the image content. For example, the frame data size of a 1920x1080 JPEG image is approximately 300KB. In some embodiments, the specified image format can be an encoding method more suitable for real-time transmission. In this case, the encoding process may involve more complex video encoder initialization and intra-frame compression.

[0097] In practice, the network address corresponding to each carriage's display screen is determined based on the display screen address mapping table in the train's onboard network. This table, stored in the train's central server's memory or configuration file, records the correspondence between the device identifier of each display screen in each carriage and its unique identifier at the network layer. For example, the display screen address mapping table might look like this: the device identifier "DISP_CAR01" for carriage C01 corresponds to the IP address "192.168.1.101"; the device identifier "DISP_CAR02" for carriage C02 corresponds to the IP address "192.168.1.102"; and the device identifier "DISP_CAR03" for carriage C03 corresponds to the IP address "192.168.1.103". Determining the network address involves using the device identifier of the target carriage's display screen as the key to query the display screen address mapping table and obtain the corresponding IP address. It's important to understand that the network address is not limited to an IP address; it can also be a MAC address or a unique identifier from other network protocols.

[0098] The encoded graphical status display frame data is sent to various network addresses via the train's onboard network, which is a local area network based on the IP protocol. In multicast mode, the train's central server sends the frame data to a predefined multicast IP address and port, such as "239.255.0.1:5000". All carriage displays join this multicast group, thus receiving the same frame data simultaneously. In unicast mode, the train's central server needs to traverse the network addresses of all carriage displays in the display address mapping table, establishing a TCP connection or sending UDP packets to each carriage display in turn, sending the frame data individually to each carriage display. For example, the train's central server might send UDP packets containing 300KB JPEG frame data to "192.168.1.101", "192.168.1.102", and "192.168.1.103" sequentially. It's understandable that multicast saves more network bandwidth and server resources, but requires network devices to support multicast routing; unicast has wider compatibility, but network load increases linearly with the number of displays.

[0099] After receiving frame data, the display screens in each carriage decode it and overwrite the original image, completing the update and presentation of the train's operating status. Each carriage display screen has an embedded network communication module and a graphics processing module. The network communication module continuously listens to a designated network port (such as multicast port 5000 or its own service port). When it receives a data packet from the train's central server, it extracts the frame data. The graphics processing module calls the decoding library corresponding to the encoding format to decode the frame data, for example, decoding 300KB of JPEG data to restore a 1920*1080 pixel RGB image buffer. After decoding, the graphics processing module outputs the newly decoded image buffer to the display screen's frame buffer, replacing the original image data. The display screen's hardware driver then refreshes the contents of the frame buffer onto the physical screen, and the image seen by passengers instantly switches from the old state to the newly generated graphical status image. In some embodiments, the decoding and display switching process may include a frame synchronization mechanism to avoid screen tearing, such as using double buffer swapping technology. The total time from sending frame data to the display screen completing the image update is [not specified in the original text]. It can be broken down into network transmission time, decoding time, and display switching time. Network transmission time depends on the frame data size. With available network bandwidth Decoding time depends on frame data size With decoder performance coefficient The display switching time is relatively fixed. The time relationship of this process can be expressed as:

[0100] in: This indicates the total time elapsed from the start of sending the message to the completion of the screen update. This indicates the frame data size of the encoded graphical status screen. This indicates the effective transmission bandwidth of the train's onboard network. This represents the performance coefficient of the decoder, indicating the time required to decode each byte of data. This represents the fixed switching latency of the display hardware. For a frame of 300KB, a network bandwidth of 100Mbps (12.5MB / s), a decoder with a performance factor of 2e-6 seconds / byte, and a fixed switching latency of 0.05 seconds, the calculated network transmission time is approximately 0.024 seconds, the decoding time is approximately 0.6 seconds, and the total latency is... It takes approximately 0.674 seconds.

[0101] Optionally, before sending frame data, the frame data can be fragmented to accommodate the maximum value of the network transmission unit, for example, dividing a 300KB frame data into multiple IP fragments less than 1500 bytes each. In multicast or unicast packets, in addition to the frame data payload, a sequence number field and a checksum field can be added. The sequence number is used to identify the order of frames, preventing display errors caused by out-of-order delivery or packet loss, while the checksum is used to verify the integrity of data transmission. After receiving the fragmented data, each carriage's display screen reassembles it according to the sequence number and verifies the data integrity using the checksum. Only after successful verification is the decoding operation performed.

[0102] See Figure 5 In the analysis of the peak-hour operation of Metro Line 1, the time-series correlation characteristics between station passenger flow (left axis, unit: people) and train speed (right axis, unit: km / h) were presented using a dual-axis visualization method. Specifically, the horizontal axis covers the peak period from 08:00 to 08:28 with 2-minute intervals. The pink bars represent the station passenger flow at each time point, and the dark blue broken line represents the train speed during the same period. Analysis of the data correlation patterns shows that when passenger flow is at its peak (e.g., over 300 people at 08:06), the train speed simultaneously reaches its highest point (approximately 40 km / h); conversely, when passenger flow drops to a low point (e.g., approximately 150 people at 08:10), the train speed also decreases to near zero. This characteristic aligns with the scheduling logic during peak hours: "shorter stop times and faster train speeds at stations with high passenger flow, and longer stop times and slower train speeds at stations with low passenger flow." In terms of parameters, the figure implicitly includes a reference threshold of 250 passengers (marked by a dashed line). Combined with the fluctuation range of operating speed, it can be seen that: when the passenger flow is higher than this threshold, the operating speed fluctuation range is 35-40 km / h; when the passenger flow is lower than this threshold, the operating speed fluctuation range is 0-25 km / h. This difference can be used as a basis for evaluating the correlation between train operating efficiency and passenger flow carrying capacity during peak hours.

[0103] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0104] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for displaying train operation status, characterized in that, The method includes: Collect real-time train operation data, which includes train speed, current stop number, next stop number, and train line identifier; Based on the train line identifier, extract the station sequence corresponding to the train line identifier from the preset line station database, and determine several stations to be passed by the train ahead based on the station sequence to generate the forward station sequence. Based on the current stop number, the station information of the next adjacent station is extracted from the preceding station sequence, and the estimated travel time to the next station is calculated based on the preset distance between the current train direction and the station. Based on the train speed, the sequence of stations ahead, and the estimated travel time, train operation status information including the train's current location, direction of travel, speed of travel, arrival time at the next station, and forecasts of multiple stations ahead is dynamically generated; Based on the physical layout configuration information of the display screens inside the carriages, the train operation status information is visualized by combining elements to generate a graphical status screen that is adapted to different sizes and types of carriage display screens. The graphical status screen is sent to the corresponding display screens in each carriage of the train so that the display screens are updated and show the train's operating status.

2. The train operation status display method according to claim 1, characterized in that, The step of extracting the station sequence corresponding to the train line identifier from a preset line station database based on the train line identifier, and determining several stations to be passed ahead of the train based on the station sequence to generate the forward station sequence includes: Based on the train line identifier, a matching query is performed in the preset line station database to obtain a complete train line station sequence. The train line station sequence includes the station number and station name of all stations on the train line, and the stations are arranged in the order of bidirectional train operation. Based on the current stop number, locate it in the complete train line stop sequence to determine the sequence position of the current stop number; Based on the train's direction of travel, extract all station numbers and station names located after the current stop number from the complete train line station sequence to form a basic forward station list; Based on a preset threshold for the number of forward stations to be displayed, a specified number of station information is extracted from the starting position of the basic forward station list to generate the forward station sequence.

3. The train operation status display method according to claim 1, characterized in that, The step of extracting the station information of the next adjacent station from the preceding station sequence based on the current stop number, and calculating the estimated travel time of the train to the next station based on the preset distance between the train's current direction of travel and the station, includes: Extract the information of the first station in the preceding station sequence and use it as the information of the next station. The information of the next station includes the station number and the station name of the next station. Based on the train line identifier and the current stop number, query the distance database between stops to obtain the track mileage data between the current stop number and the next stop number; Divide the track mileage data by the train speed to obtain the initial time required for the train to travel at its current constant speed to the next station. The system queries the line operation experience database to obtain the historical average acceleration / deceleration time compensation value of the train line identifier within the station number range from the current stop number to the next stop. The initial time is added to the historical average acceleration / deceleration time compensation value to obtain the estimated running time.

4. The train operation status display method according to claim 3, characterized in that, The system dynamically generates train operation status information based on the train speed, the sequence of stations ahead, and the estimated travel time. This information includes the train's current location, direction of travel, speed, arrival time at the next station, and advance notices for multiple stations ahead. The train speed is combined with the direction signal collected by the train direction sensor to generate a real-time train movement vector description; The name of the next station is combined with the estimated running time and formatted as the arrival time information of the next station; Extract the information of the second and subsequent stations from the preceding station sequence to generate a list of preceding multi-station stations; The train's real-time operation vector description, the next station arrival time information, and the list of multiple stations ahead are structured and encapsulated to generate the train operation status information.

5. The train operation status display method according to claim 1, characterized in that, The step of combining visual elements of the train operation status information based on the physical layout configuration information of the display screens inside the carriages to generate graphical status images adapted to different sizes and types of carriage display screens includes: Based on the device identifier of the target carriage display screen, query the display screen configuration database to obtain the physical layout configuration information of the display screen inside the carriage. The physical layout configuration information includes screen resolution, screen size, aspect ratio, and preset visualization template identifier. Based on the visualization template identifier, the corresponding graphic rendering template is invoked. The graphic rendering template defines the reference position, size, and style attributes of the visual elements such as the train icon, running trajectory line, station mark, and text information box. The data items in the train operation status information are mapped to the corresponding visualization elements according to the definition of the graphic rendering template, and the position and size of the visualization elements are scaled and adjusted proportionally according to the screen resolution, screen size and aspect ratio. All the adjusted visual elements are combined and arranged on the logical canvas to generate the graphical state screen that matches the physical characteristics of the target display screen.

6. The train operation status display method according to claim 5, characterized in that, The step of combining and arranging all the adjusted visual elements on the logical canvas to generate the graphical state screen that matches the physical characteristics of the target display screen includes: Create a logical canvas that matches the screen resolution and aspect ratio; The train icon element, representing the train's current position and direction of travel, is drawn at the corresponding position on the logical canvas according to the position ratio information in the train's operating status information. Line segment elements representing the running trajectory are drawn on the logical canvas, connecting the station markers, according to the station order and relative distance of the preceding station sequence. The station marker elements representing the stations are drawn at equal intervals on the line segment elements of the running trajectory, according to the order of the preceding station sequence. The text information box element containing the running speed and the arrival time of the next station is drawn on the logical canvas in the preset area specified by the graphics rendering template. The list-style text elements containing advance notice information for multiple stations are drawn on another preset area on the logical canvas specified by the graphics rendering template, thus completing the generation of the graphical status screen.

7. The train operation status display method according to claim 2, characterized in that, The step of matching and querying the preset line station database based on the train line identifier to obtain the complete train line station sequence includes: The train line identifier is parsed to obtain the line number and running direction code; Using the line number as the query key, a search is performed in the line table of the preset line station database to obtain a set of station numbers corresponding to all stations. Based on the running direction code, the station order arrangement rule is determined; if the running direction code indicates an upward direction, the station number set is arranged in ascending order; if the running direction code indicates a downward direction, the station number set is arranged in descending order. The set of station numbers arranged according to the rules is associated with the corresponding station names obtained from the station information table of the preset line station database to form a list of station numbers and station names with serial numbers, which serves as the complete train line station sequence.

8. The train operation status display method according to claim 3, characterized in that, The query of the line operation experience database retrieves the historical average acceleration / deceleration time compensation value of the train line identifier within the station number interval from the current stop number to the next stop, including: Using the train line identifier, the current stop number, and the next stop number as query criteria, a search is performed in the historical operation record table of the line operation experience database; From all retrieved historical operation records, extract the actual time taken by the train for each run within the interval defined by the current stop number and the next stop number, and the theoretical constant speed time calculated based on track mileage and average speed. Calculate the difference between the actual time taken for each run and the theoretical constant speed time to obtain the single acceleration / deceleration time compensation value; The arithmetic mean of all single acceleration / deceleration time compensation values ​​is calculated, and the result is used as the historical average acceleration / deceleration time compensation value.

9. A train operation status display method according to claim 1, characterized in that, Sending the graphical status image to the corresponding display screens in each carriage of the train, so that the display screens update and display the train's operating status, includes: The generated graphical status screen is encoded into frame data in a specified image format; The network address corresponding to the display screen in each carriage is determined based on the display screen address mapping table in the train's onboard network. The encoded frame data of the graphical status screen is sent to each of the network addresses via the train's onboard network in a multicast or unicast manner. After receiving the frame data, the display screens in each carriage decode it and overlay the original image, thus updating and presenting the train's operating status.

10. A passenger information system for implementing the train operation status display method as described in any one of claims 1 to 9, characterized in that, The system includes: The data acquisition unit is configured to collect real-time train operation data, which includes train speed, current stop number, next stop number, and train line identifier. The data processing unit is configured to extract the station sequence corresponding to the train line identifier from a preset line station database based on the train line identifier, determine several stations to be passed ahead of the train based on the station sequence, generate a sequence of stations ahead, extract the station information of the next adjacent station from the sequence of stations ahead based on the current station number, calculate the estimated travel time of the train to the next station based on the preset distance between the current travel direction of the train and the station, and dynamically generate train operation status information including the current position of the train, travel direction, travel speed, arrival time of the next station, and advance notice of multiple stations ahead based on the train speed, the sequence of stations ahead, and the estimated travel time. The image generation unit is configured to combine visual elements of the train operation status information according to the physical layout configuration information of the display screen inside the carriage, and generate a graphical status image that is suitable for different sizes and types of carriage display screens. The communication and display unit is configured to send the graphical status screen to the corresponding display screens in each carriage of the train, so that the display screens are updated and the train operation status is displayed.

Images