Method, device and system for monitoring guest feeling passing service capability of gate unit

Abstract

The invention discloses a method, a device and a system for monitoring the guest feeling passing service capability of a gate unit. The method comprises the following steps: acquiring an assessment moment of a to-be-assessed gate set, a gate set hour passenger flow and a single gate set design traffic capacity; determining a time period sensitive factor based on the time period of the evaluation moment and a time period sensitive factor value rule; for the plurality of gates, determining the equipment integrity based on the function state corresponding to the preset passing mode, and determining the importance weight based on the passing passenger flow of the single gate in the preset statistical period; determining an equivalent effective contribution value of the gate machine based on the equipment integrity and the importance weight, and determining a total equivalent effective contribution value of the gate machine group based on the plurality of equivalent effective contribution values; determining a traffic service capability index of the gate group based on the total equivalent effective contribution value of the gate group, the design traffic capability of the single gate, the hourly passenger flow of the gate group and the time period sensitive factor; and outputting a gate unit customer feeling passing service capability index. The method and the device have the technical effect of improving the monitoring accuracy of the passing service capability of the gate.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit gate monitoring technology, and in particular to a method, device and system for monitoring the passenger access service capability of a gate group. Background Technology

[0002] In the operation and management of subway stations, the throughput capacity of turnstiles is a key indicator for measuring station evacuation efficiency and service level. Currently, assessment techniques typically revolve around basic data such as the number of devices and passenger flow, directly converting the number of available devices within the turnstile group into service capacity, or indirectly judging service level by statistically analyzing passenger flow rates. However, this assessment method is rather crude in practical application. It often simply categorizes equipment status into a binary state of all good or all bad, ignoring the residual processing capacity of some faulty devices, and failing to differentiate the varying importance of turnstiles in different geographical locations within the service chain. More importantly, using fixed standards to calculate service capacity lacks consideration of passenger psychological characteristics at different times, ignoring the objective fact that passengers' tolerance for passage delays differs significantly between peak and off-peak hours. This results in assessment results that often fail to reflect the true needs under both objective passenger flow and subjective psychological dimensions. This disconnect between the actual service supply of equipment and the perceived needs of passengers makes the assessment results prone to distortion, making it difficult to support refined station operation and dynamic management. Therefore, the issue of how to improve the monitoring of gate access service capabilities deserves attention. Summary of the Invention

[0003] In view of this, the present disclosure provides a method, apparatus and system for monitoring the passenger access service capability of a turnstile group, in order to improve the accuracy of turnstile access service capability monitoring. Firstly, a method for monitoring the passenger perception access service capability of a turnstile group is provided, comprising: acquiring the assessment time, hourly passenger flow, and single-turntable design capacity of the turnstile group to be assessed; determining the time-period sensitivity factor based on the time period to which the assessment time belongs and the time-period sensitivity factor value rules, wherein the time-period sensitivity factor is used to characterize the sensitivity of passengers to passage delays at different time periods; determining the equipment integrity of multiple turnstiles within the turnstile group based on the functional status corresponding to the preset passage mode, and determining the importance weight based on the single-turntable passenger flow within a preset statistical period; determining the equivalent effective contribution value of the turnstile based on the equipment integrity and importance weight, and determining the total equivalent effective contribution value of the turnstile group based on multiple equivalent effective contribution values; determining the access service capability index of the turnstile group based on the total equivalent effective contribution value, single-turntable design capacity, hourly passenger flow, and time-period sensitivity factor; outputting the passenger perception access service capability index of the turnstile group, and outputting alarm information and / or triggering a handling instruction when the passenger perception access service capability index of the turnstile group meets the preset alarm conditions.

[0004] The above-mentioned monitoring method for the passenger perception service capacity of turnstile groups integrates multi-dimensional characteristics such as the design capacity of a single turnstile, equipment integrity, importance weight, and time-period sensitivity factors. This achieves a match between the actual effective supply capacity of the turnstile group and the dynamic demand pressure that includes passenger psychological characteristics, thereby improving the accuracy of turnstile access service capacity monitoring. It overcomes the problems of rough equipment status assessment, neglect of differences in equipment importance, and lack of adaptation to passenger psychological conditions during different time periods in existing technologies. This provides a basis for decision-making regarding differentiated equipment maintenance, dynamic capacity scheduling, and passenger flow management at public transportation stations.

[0005] Optionally, the gate group to be evaluated is configured as a collection of multiple gates located in the same subway station, with physical distance between them within a preset distance threshold, and having the same functional type.

[0006] Optionally, the time period sensitivity factor is determined based on the time period to which the evaluation time belongs and the time period sensitivity factor value rules, including: determining the time period type to which the evaluation time belongs, the time period type includes: commuting morning peak time, commuting evening peak time and non-commuting time; selecting the corresponding time period sensitivity factor value from the preset value rules based on the time period type, wherein the value corresponding to the commuting morning peak time is greater than the value corresponding to the commuting evening peak time, and the value corresponding to the commuting evening peak time is greater than the value corresponding to the non-commuting time.

[0007] Optionally, the equipment integrity is determined based on the functional status corresponding to the preset access methods, including: determining the preset access methods supported by the gate, which include QR code access, card access, and ticket access; determining the functional status score of the gate for the preset access methods at the evaluation time, and obtaining the usage frequency weight corresponding to the preset access methods, which is determined based on the station's historical access data statistics; and determining the equipment integrity based on the usage frequency weight and the functional status score.

[0008] Optionally, the importance weight is determined based on the single-gate passenger flow within a preset statistical period, including: determining the average passenger flow of the gate group based on the single-gate passenger flow of all gates in the gate group within the preset statistical period; determining the degree of passenger flow deviation corresponding to the gate based on the single-gate passenger flow and the average passenger flow of the gate; and determining the importance weight of the gate based on the degree of passenger flow deviation and the preset deviation-importance weight mapping relationship.

[0009] Optionally, the passage service capacity index of the gate group is determined based on the total equivalent effective contribution value of the gate group, the design capacity of a single gate, the hourly passenger flow of the gate group, and time-sensitive factors. This includes: determining the actual effective supply capacity based on the product of the design capacity of a single gate and the total equivalent effective contribution value of the gate group; determining the dynamic demand pressure based on the product of the hourly passenger flow of the gate group and time-sensitive factors; and determining the passage service capacity index of the gate group based on the ratio of the actual effective supply capacity to the dynamic demand pressure.

[0010] Optionally, when the passenger perception service capacity index of the turnstile group meets the preset alarm conditions, an alarm message is output and / or a handling instruction is triggered, including: comparing the passenger perception service capacity index of the turnstile group with a preset service capacity level threshold; when the passenger perception service capacity index of the turnstile group is less than the first preset threshold, it is determined that the service is seriously insufficient, an emergency alarm message is output, and a handling instruction to prioritize the repair of faulty equipment in the turnstile group is triggered; when the passenger perception service capacity index of the turnstile group is less than the second preset threshold but greater than or equal to the first preset threshold, it is determined that the service is strained, and a passenger flow guidance instruction is triggered to guide passengers to other turnstile groups with higher service capacity indices.

[0011] Secondly, a monitoring device for the passenger perception access service capability of a turnstile group is provided, comprising: an acquisition unit for acquiring the assessment time, hourly passenger flow of the turnstile group, and design access capacity of a single turnstile; a first determination unit for determining a time-period sensitivity factor based on the time period to which the assessment time belongs and the time-period sensitivity factor value rules, wherein the time-period sensitivity factor is used to characterize the sensitivity of passengers to access delays at different time periods; and a second determination unit for determining the equipment integrity of multiple turnstiles within the turnstile group based on the functional status corresponding to a preset access mode, and determining the single turnstile access capacity within a preset statistical period. The system comprises the following components: a passenger flow determination importance weight; a third determination unit, used to determine the equivalent effective contribution value of the turnstile based on the equipment integrity and importance weight, and to determine the total equivalent effective contribution value of the turnstile group based on multiple equivalent effective contribution values; an index determination unit, used to determine the passage service capacity index of the turnstile group based on the total equivalent effective contribution value of the turnstile group, the design passage capacity of a single turnstile, the hourly passenger flow of the turnstile group, and time-sensitive factors; and an output unit, used to output the passenger perception passage service capacity index of the turnstile group, and to output alarm information and / or trigger handling instructions when the passenger perception passage service capacity index of the turnstile group meets the preset alarm conditions.

[0012] Thirdly, a monitoring system for the passenger perception access service capability of turnstile groups is provided, comprising: a turnstile group management module, used to construct a turnstile group to be evaluated based on preset turnstile location spacing and turnstile function types, and maintain the single-turntile design throughput capacity of the turnstile group to be evaluated; a multi-dimensional parameter acquisition module, configured to acquire the evaluation time, hourly passenger flow of the turnstile group, and single-turntile design throughput capacity of the turnstile group to be evaluated; determining the time period sensitivity factor based on the time period to which the evaluation time belongs and the time period sensitivity factor value rules, the time period sensitivity factor being used to characterize the sensitivity of passengers to passage delays at different time periods; and determining the equipment integrity of multiple turnstiles within the turnstile group based on the functional status corresponding to preset passage modes, and... The importance weight is determined based on the single gate's passenger flow within a preset statistical period; the effective contribution calculation module is configured to determine the equivalent effective contribution value of the gate based on the equipment integrity and importance weight, and to determine the total equivalent effective contribution value of the gate group based on multiple equivalent effective contribution values; the service index calculation module is configured to determine the passage service capability index of the gate group based on the total equivalent effective contribution value of the gate group, the design passage capacity of a single gate, the hourly passenger flow of the gate group, and time-sensitive factors; the monitoring result application module is configured to output the gate group's passenger perception passage service capability index, and to output alarm information and / or trigger handling instructions when the gate group's passenger perception passage service capability index meets preset alarm conditions.

[0013] Fourthly, a computer-readable storage medium is provided, including instructions that, when executed by a processor, implement a monitoring method for the gate group's passenger access service capability as provided in the first aspect above. Attached Figure Description

[0014] The accompanying drawings used in the description of the embodiments of this disclosure are briefly introduced below: Figure 1 A flowchart illustrating a method for monitoring the passenger access service capability of a turnstile group according to some embodiments of this application is shown. Figure 2 The diagram shows a structural schematic of a monitoring device for the passenger access service capability of a turnstile group, provided in some embodiments of this application. Detailed Implementation

[0015] To more clearly illustrate the technical solutions in the embodiments of this disclosure, examples of implementation methods of this disclosure will be described below with reference to the accompanying drawings. The accompanying drawings described below are merely some embodiments of this disclosure. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without creative effort. Adjustments and improvements made without departing from the concept of this disclosure are all within the protection scope of this disclosure.

[0016] To keep the drawings simple, each figure only schematically shows the parts relevant to the embodiment, and they do not represent the actual structure of the product. In addition, for the sake of clarity and ease of understanding, some figures only schematically show parts of components with the same structure or function, and there may actually be more or fewer components with the same structure or function.

[0017] In this disclosure, unless otherwise expressly specified and limited, ordinal numbers, such as “first”, “second”, etc., are used only to distinguish and describe related objects, and should not be construed as indicating or implying the relative importance or order between related objects; furthermore, they do not represent the quantity of related objects. “Multiple” includes two or more, and other quantifiers are similar. “ / ” is used to describe the relationship between related objects, indicating an “or” relationship between them. “And / or” is used to describe the relationship between related objects, including any combination relationship between them, such as “a and / or b” including: “a alone”, “b alone”, or “a and b”. “One or more” or “at least one” of multiple objects refers to any object or any combination of multiple objects, such as “one or more of a1, a2, a3” or “at least one of a1, a2, a3” including: “a1 alone”, “a2 alone”, “a3 alone”, “a1 and a2”, “a1 and a3”, “a2 and a3”, or “a1, a2 and a3”.

[0018] With the deepening of urban rail transit network operation, the passenger flow organization of subway stations faces increasingly complex challenges. Among them, the turnstiles, as the throat of entry and exit, are crucial for ensuring operational safety and improving passenger satisfaction. Currently, the assessment of turnstile capacity mainly relies on the statistics of the physical number of devices and the monitoring of macro passenger flow. The common practice is to perform linear calculations based on the equipment availability rate or rated throughput. Although this method can reflect the theoretical throughput capacity to a certain extent, its limitations become increasingly apparent when facing complex actual operating scenarios. First, in terms of equipment status assessment, existing technologies generally lack a refined quantitative mechanism, often treating equipment failure as a binary state of all good or all bad, only counting the absolute number of faulty devices, while ignoring the residual service value that the equipment still possesses when a single function (such as only the QR code scanning function) fails, leading to deviations in the judgment of the actual supply capacity of the equipment. Secondly, existing assessment systems typically fail to differentiate the importance of turnstiles, treating the service contribution of all equipment equally and neglecting the significant differences in passenger flow capacity between turnstiles in core areas, such as those adjacent to main entrances / exits or transfer corridors, and those in peripheral areas. This underestimates the impact of critical equipment failures on overall traffic efficiency. Furthermore, current monitoring schemes often employ fixed calculation standards, focusing only on objective passenger flow pressure figures and lacking adaptation to passenger psychological attributes at different times. They ignore the moderating effect of time on passenger sensitivity to delays. In reality, during peak commuting hours, passengers have extremely low tolerance for delays, while tolerance is relatively lenient during off-peak or holiday periods. This makes it impossible to explain why the same delay duration results in a worse experience during peak hours, causing a serious disconnect between assessment results and actual passenger perception. In summary, this application proposes a method, device, and system for monitoring the passenger perception service capacity of turnstile groups. The aim is to construct a service capacity index that reflects the matching relationship between actual effective supply capacity and dynamic demand pressure including passenger psychological characteristics by comprehensively considering supply-side parameters such as the design capacity of a single turnstile, equipment integrity, and importance weight, and demand-side parameters such as hourly passenger flow and time-period sensitivity factors of the turnstile group, thereby improving the accuracy of turnstile service capacity monitoring.

[0019] The following description is in conjunction with the accompanying drawings: Please refer to Figure 1 This document illustrates a flowchart of a method for monitoring the passenger access service capability of a turnstile group, provided in some embodiments of this application. The monitoring method includes: S110: Obtain the assessment time, hourly passenger flow of the turnstile group to be evaluated, and the design throughput capacity of a single turnstile; S120: Determine the time period sensitivity factor based on the time period to which the assessment time belongs and the time period sensitivity factor value rules. The time period sensitivity factor is used to characterize the sensitivity of passengers to travel delays in different time periods. S130: For multiple turnstiles in the turnstile group, determine the equipment integrity based on the functional status corresponding to the preset passage mode, and determine the importance weight based on the single turnstile passage passenger flow within the preset statistical period. S140: Determine the equivalent effective contribution value of the gate based on the equipment integrity and importance weight, and determine the total equivalent effective contribution value of the gate group based on multiple equivalent effective contribution values; S150: The passage service capacity index of the gate group is determined based on the total equivalent effective contribution value of the gate group, the design passage capacity of a single gate, the hourly passenger flow of the gate group, and time-sensitive factors. S160: Outputs the passenger access service capability index of the gate group, and outputs alarm information and / or triggers handling instructions when the passenger access service capability index of the gate group meets the preset alarm conditions.

[0020] In this embodiment, the gate group to be evaluated is a set of gate devices that are physically adjacent and have the same function within the same subway station, such as all being for entering or all being for exiting the station. First, the evaluation time for service capacity assessment is determined, and basic operational data of the gate group to be evaluated is obtained. Basic operational data may include the design throughput capacity of a single gate, i.e., the maximum number of passengers that a single gate can handle per unit time, such as the manufacturer's rated throughput rate, which can be the theoretical supply limit of the gate. It may also include the hourly passenger flow of the gate group, i.e., the total number of passengers actually passing through the gate group within the unit time window corresponding to the evaluation time, such as the past hour, representing the current actual traffic load. Considering the differences in passengers' psychological states in different scenarios, this application introduces a time-sensitive factor to reflect passengers' psychological expectations of traffic efficiency. The time period type of the evaluation time is determined, such as whether it is a peak commuting period, off-peak period, or holiday period. Subsequently, according to preset value rules, the time-sensitive factor corresponding to that time period is matched. For example, during the morning rush hour, passengers are in a hurry to clock in and have extremely low tolerance for queues and delays. In this case, a sensitive factor that amplifies demand pressure is applied. Conversely, during off-peak hours, passengers have more time and higher tolerance for delays, so a relatively smaller sensitive factor is applied, dynamically aligning with passengers' actual psychological needs. Regarding equipment integrity, turnstiles typically support multiple access methods such as QR code scanning, card swiping, and tickets. Therefore, the functionality of each turnstile under each access method is checked to ensure it is normal and to detect any recognition delays or malfunctions. Equipment integrity is a comprehensive indicator reflecting the current multimodal service capability of the turnstiles, determined based on the functional status of different access methods and their usage frequency in daily use. Within the same turnstile group, turnstiles located in different positions may handle different passenger flow pressures; turnstiles near escalator entrances may experience significantly different passenger flow pressures than those in corners. In such cases, historical data from a preset statistical period can be retrieved to calculate the historical passenger flow of a single turnstile. By comparing the deviation of individual turnstile passenger flow from the group's average level, the importance weight of each turnstile is determined to reflect its core position within the group. To transform these multi-dimensional equipment characteristics into a calculable unified indicator, the equipment integrity and importance weight of each turnstile in the group can be correlated to obtain the effective service contribution that turnstile can actually provide. The equivalent effective contribution values ​​of all turnstiles in the group are then summed to obtain the total equivalent effective contribution value of the turnstile group, representing the overall service efficiency of the entire group after considering equipment failure losses and differences in location. Furthermore, the actual effective supply capacity can be constructed using the design throughput capacity of a single turnstile and the total equivalent effective contribution value of the turnstile group, and dynamic demand pressure can be constructed using the hourly passenger flow and time-sensitive factors of the turnstile group. Combining these two factors, the passenger perception service capacity index of the turnstile group is determined.A higher passenger service capacity index for the turnstile group indicates a more sufficient supply relative to demand, resulting in a better passenger experience. Conversely, a lower index indicates insufficient service capacity and a poorer passenger experience. The obtained service capacity index can be output to the maintenance terminal or a large visual screen for real-time monitoring by operations personnel. Simultaneously, preset alarm conditions (such as an index below a certain threshold) can be implemented. When the monitored service capacity index meets these conditions, corresponding response logic can be automatically executed. This could include outputting alarm information, such as informing maintenance personnel of insufficient service capacity in the area through audible and visual alarms or pop-up notifications. Alternatively, it can automatically trigger handling instructions, such as generating priority repair work orders for high-weight faulty equipment, or linking station broadcasts and directional signage to guide subsequent passengers to other turnstile groups with sufficient service capacity, thereby achieving proactive capacity scheduling and passenger flow management. This application integrates multiple dimensions such as the single-gate design capacity, equipment integrity, importance weight, and time-sensitive factors to achieve a match between the actual effective supply capacity of the gate group and the dynamic demand pressure that includes passenger psychological characteristics. This improves the accuracy of gate access service capacity monitoring and overcomes the problems of rough equipment status assessment, neglect of equipment importance differences, and lack of adaptation to passenger psychological conditions in existing technologies. It provides a decision-making basis for differentiated equipment maintenance, dynamic capacity scheduling, and passenger flow management in public transportation station operations.

[0021] In some embodiments of this application, the gate group to be evaluated is configured as a set of multiple gates located in the same subway station, with physical distance between them within a preset distance threshold, and having the same functional type.

[0022] To ensure that monitoring results accurately reflect the accessibility service level of a specific area, pre-defined spatial and functional constraints can be set for gate groups. Spatially, all gate devices within a group should be physically adjacent; for example, the preset distance threshold can be set to 5 meters to ensure that these devices serve the same passenger flow. Functionally, the business attributes of the gates within the group should remain consistent. Based on the actual equipment type of the subway automatic fare collection system, the functional type can specifically include entry gates, exit gates, and bidirectional gates. For example, a row of continuous gates dedicated to entry ticket checking can be identified as one entry gate group, while another row dedicated to exit fare deduction can be identified as one exit gate group, thus avoiding service capacity assessment biases caused by functional mixing. In practice, the installation coordinates of the station gates can be collected, for example, through station CAD drawings or on-site measurements. Then, adjacent gates are filtered based on a spacing of ≤5 meters, and grouped according to consistent functional types to avoid mixing entry / exit gates. Finally, the total number of devices N in each group is recorded, and the number of gates within the group is directly counted.

[0023] In some embodiments of this application, the determination of the time period sensitivity factor is based on the time period to which the evaluation time belongs and the time period sensitivity factor value rules, including: determining the time period type to which the evaluation time belongs, the time period type includes: commuting morning peak time period, commuting evening peak time period and non-commuting time period; selecting the corresponding time period sensitivity factor value from the preset value rules based on the time period type, wherein the value corresponding to the commuting morning peak time period is greater than the value corresponding to the commuting evening peak time period, and the value corresponding to the commuting evening peak time period is greater than the value corresponding to the non-commuting time period.

[0024] When identifying the specific time range of the assessment, it can be categorized into morning rush hour, evening rush hour, or non-commuting hours, and the corresponding time-sensitive factors can be extracted based on a pre-defined mapping relationship. The design logic of this value rule follows the differences in passengers' psychological urgency levels under different travel scenarios. For example, considering that passengers during the morning rush hour typically face strict work attendance or school time constraints, have the lowest tolerance for travel delays, and experience the strongest psychological anxiety, the highest sensitivity factor value is assigned to this period to amplify the demand pressure weight. While the evening rush hour also involves high-density passenger flow, passengers have slightly more leeway in their return journeys compared to the morning rush hour, so a slightly lower value is assigned. During non-commuting hours, passengers' travel purposes are mostly leisure shopping or non-urgent matters, their mindset is relatively calm, and their acceptance of queuing is higher; therefore, the lowest sensitivity factor value is assigned. Through this step-like decreasing value setting, the assessment results can more accurately simulate and reflect the real changing trends of passenger perceived pressure across different time periods.

[0025] In some embodiments of this application, the equipment integrity is determined based on the functional status corresponding to the preset access method, including: determining the preset access methods supported by the gate, which include QR code access, card access, and ticket access; determining the functional status score of the gate for the preset access method at the evaluation time, and obtaining the usage frequency weight corresponding to the preset access method, which is determined based on the station's historical access data statistics; and determining the equipment integrity based on the usage frequency weight and the functional status score.

[0026] When confirming all preset access methods supported by the gate, the preset access methods can be determined based on the general configuration of the current automatic fare collection system for rail transit. These methods may include: QR code scanning based on mobile payment technology, card access based on physical cards (such as public transport IC cards or NFC), and ticket access based on single-journey tickets or paper tickets. For each of these access methods, the operating status of the corresponding hardware modules, such as QR code scanners, card readers, and collection mechanisms, can be monitored in real time during the evaluation to determine the functional status score of that method. For example, if the QR code scanning module is detected to be working normally, it will be given a full score; if a malfunction occurs or the recognition rate is lower than the standard, it will be given a zero or low score. To objectively reflect the differences in the impact of different functional failures on passengers, a usage frequency weight can be introduced. This weight is not fixed but is dynamically calculated based on the station's historical passage data statistics, such as transaction logs from the past month. For example, if the data shows that 80% of passengers at the station use QR code scanning to pass through the gate, then QR code scanning will receive a higher weight value. Furthermore, a weighted summation logic can be used to calculate the equipment integrity score. The functional status score of each access method is multiplied by its corresponding usage frequency weight to obtain the effective contribution value of each item. Then, the contribution values ​​of all items are summed to determine the equipment integrity score. The equipment integrity score calculated in this way can accurately reflect the actual service efficiency of the turnstile for the current mainstream passenger flow even with partial module failures.

[0027] In some embodiments of this application, the importance weight is determined based on the single-gate passenger flow within a preset statistical period, including: determining the average passenger flow of the gate group based on the single-gate passenger flow of all gates in the gate group within the preset statistical period; determining the degree of passenger flow deviation corresponding to the gate based on the single-gate passenger flow and the average passenger flow of the gate; and determining the importance weight of the gate based on the degree of passenger flow deviation and the preset deviation-importance weight mapping relationship.

[0028] In the above implementation, the passenger flow data of each turnstile within a turnstile group can be obtained during a preset statistical period, such as the most recent month's operating hours. By accumulating these historical data and dividing by the total number of devices, the average passenger flow of the turnstile group is calculated, thereby determining the average load level of a single device in the area, which serves as a baseline for subsequent evaluation. Further, the actual historical passenger flow of each turnstile is compared with the aforementioned average passenger flow to determine the degree of passenger flow deviation. This degree of deviation directly reflects whether the turnstile is busy due to its convenient location (positive deviation) or quiet due to its remote location (negative deviation). For example, if the historical passenger flow of a turnstile is significantly higher than the average, it has a high degree of positive deviation. Based on the calculated degree of passenger flow deviation, a preset deviation-importance weight mapping relationship is used to determine the final importance weight. This mapping relationship typically reflects a positive correlation hierarchical rule: the higher the degree of passenger flow deviation, i.e., the busier the area, the larger the assigned importance weight value; conversely, the lower the degree of passenger flow deviation, the smaller the weight value. In addition, to ensure the overall balance of the assessment, the mapping rule can be specially configured so that the average importance weight of all devices in the entire gate group is maintained at a fixed baseline value (e.g., 1.0), thereby ensuring that the influence of core devices is strengthened without changing the overall design capacity baseline of the gate group.

[0029] In some embodiments of this application, the passage service capacity index of the turnstile group is determined based on the total equivalent effective contribution value of the turnstile group, the design capacity of a single turnstile, the hourly passenger flow of the turnstile group, and time-sensitive factors. This includes: determining the actual effective supply capacity based on the product of the design capacity of a single turnstile and the total equivalent effective contribution value of the turnstile group; determining the dynamic demand pressure based on the product of the hourly passenger flow of the turnstile group and the time-sensitive factors; and determining the passage service capacity index of the turnstile group based on the ratio of the actual effective supply capacity to the dynamic demand pressure.

[0030] Actual effective supply capacity represents how many passengers a gate group can actually pass through at any given moment. Although the design throughput capacity of a single gate is a theoretically fixed value, in actual operation, the throughput efficiency of the equipment is affected by both the equipment's integrity and its importance weight. Therefore, this embodiment multiplies the design throughput capacity of a single gate with the total equivalent effective contribution value of the gate group calculated in the aforementioned steps, restoring the theoretical design capacity to the actual available capacity under the current equipment status. Traditional assessments only focus on the hourly passenger flow values ​​of the physical gate group, ignoring the dimension of passengers' psychological perception. This embodiment further corrects the physical passenger flow by multiplying the collected objective passenger flow data with a time-sensitive factor for the current period. For example, during the morning peak hours, by multiplying by a sensitivity factor greater than 1, the passenger flow value is artificially "amplified," thereby simulating a stronger congestion pressure perceived by passengers due to their urgency; while during off-peak hours, a smaller factor is used to restore the true physical pressure. Finally, the actual effective supply capacity calculated above is used as the numerator, and the dynamic demand pressure is used as the denominator to calculate the ratio between the two. This ratio is essentially a supply and demand balance coefficient. When the index is significantly greater than 1, it indicates that the current effective supply is much greater than the demand pressure after psychological adjustment, and the passenger travel experience is smooth. When the index is close to or less than 1, it indicates that the supply can no longer meet (or only barely meet) the travel demand, including psychological anxiety. At this time, passengers will feel obvious congestion or a decline in service experience.

[0031] In this embodiment, it is assumed that the gate group to be evaluated consists of N gates (denoted as G1, G2, G3, ..., GN). After the determined evaluation time, the design throughput capacity R of a single gate is obtained, for example, the design throughput capacity R of a single gate = 1200 people / hour. Furthermore, the hourly passenger flow Q of the gate group is obtained, which can be the total number of passengers (in people) actually passing through the gate group in the current hour of the evaluation time. Furthermore, the time period type of the assessment time is identified, and the time period sensitivity factor τ is determined according to the preset "Time Period-Sensitivity Factor Comparison Table". For example, the commuting morning peak period is 07:00-09:00, and the time period sensitivity factor τ is 1.2. At this time, passengers are pressed for time and have a very low tolerance for delays, resulting in amplified perceived pressure. The commuting evening peak period is 17:00-19:00, and the time period sensitivity factor τ is 1.1. At this time, passengers are still in a hurry and have a lower tolerance for delays, resulting in slightly amplified perceived pressure. Non-commuting periods are other times, and the time period sensitivity factor τ is 1.0. At this time, passengers have relatively more time, and the physical passenger flow is the standard, without amplifying pressure. For example, if the current assessment time is 08:30 on Monday morning, it is determined to be the commuting morning peak period, and the time period sensitivity factor τ can be 1.2. For the i-th gate in the gate group, a quantitative score can be given based on the functional status of its supported preset access methods (scanning, card, ticket).

[0032] The usage frequency weights for the three access methods are set as follows: QR code scanning weight μ1, card weight μ2, and ticket weight μ3, satisfying μ1+μ2+μ3=1. The functional status scores for the three access methods are set as k1, k2, and k3, with k taking the value 1 when the function is normal and 0 when there is a fault. Therefore, the equipment integrity αi of the i-th gate can be calculated using the following formula 1: Formula 1 Suppose that historical data from a certain train station shows that: 60% of transactions are done via QR code scanning, 30% via card swiping, and 10% via tickets.

[0033] If the barcode scanning module of a certain gate Gi is faulty (k1=0), but the card swiping and ticket functions are normal (k2=1, k3=1), then the equipment integrity of the gate is αi=0*0.6+1*0.3+1*0.1=0.4. This result shows that although the equipment is not completely paralyzed, its effective service capacity has been reduced to 40% of the theoretical value.

[0034] Furthermore, when determining the importance weight ω, in order to distinguish the differences in service status of turnstiles in different locations, the system calculates the weight based on the historical average daily passenger flow qi of a single turnstile within a preset statistical period (such as the past month). The historical average passenger flow qave of the turnstile group can be calculated using Formula 2: Formula 2 Formula 3 can be used to calculate the passenger flow deviation β of the i-th turnstile: Formula 3 Based on the numerical range that β falls within, the importance weight ω is determined by looking up a table. i For example, when β is greater than or equal to 20%, the gate is of extremely high importance, and the importance weight ω iThe system assigns a weight of 1.1. When the calculated passenger flow deviation β is greater than or equal to 20%, the turnstile is classified as extremely high importance, and its importance weight ω is set to 1.1. This typically indicates that the turnstile's passenger flow over the past month is significantly higher than the average, its physical location is usually extremely convenient (e.g., adjacent to the main entrance / exit of the station or a core node of the transfer passage), and it is the preferred turnstile for passengers, bearing the greatest passenger flow pressure. When the passenger flow deviation β is between 5% and 20%, the system classifies the turnstile as relatively high importance, and its importance weight ω is set to 1.05. This corresponds to passenger flow slightly higher than the average, its physical location is relatively convenient (e.g., near a secondary entrance / exit or escalator entrance), passenger selection frequency is high, and passenger flow pressure is moderately high. When the passenger flow deviation β is between -5% and 5%, the system classifies the turnstile as basic importance, and its importance weight ω is set to 1.0. This situation indicates that the passenger flow of the turnstile is close to the average, its physical location convenience is average (e.g., located in the middle of the turnstile group, without special location advantages), and its passenger flow capacity is at an average level. When the passenger flow deviation β is greater than -20% and less than or equal to -5%, the system determines that the turnstile belongs to a lower importance level, and sets its importance weight ω to 0.95. This situation corresponds to a passenger flow slightly below the average, its physical location convenience is poor (e.g., near the end of a secondary passage or far from the main passenger flow direction), the frequency of passenger selection is low, and the passenger flow capacity is moderate to low. When the passenger flow deviation β is less than or equal to -20%, the system determines that the turnstile belongs to an extremely low importance level, and sets its importance weight ω to 0.9. This situation indicates that the passenger flow of the turnstile is significantly lower than the average, its physical location is relatively remote (e.g., located on the edge of the turnstile group, near the equipment room, or in an unused passage), the frequency of passenger selection is the lowest, and the passenger flow capacity is the lowest.

[0035] Based on all the above parameters, calculate the total equivalent effective contribution value E of the gate group. total Please refer to the following formula 4: Formula 4 Therefore, the passenger experience service capability index S of the turnstile group can be referenced by the following formula 5: Formula 5 In some embodiments of this application, when the passenger perception service capacity index of the turnstile group meets the preset alarm conditions, an alarm message is output and / or a handling instruction is triggered, including: comparing the passenger perception service capacity index of the turnstile group with a preset service capacity level threshold; when the passenger perception service capacity index of the turnstile group is less than a first preset threshold, it is determined that the service is seriously insufficient, an emergency alarm message is output, and a handling instruction to prioritize the repair of faulty equipment in the turnstile group is triggered; when the passenger perception service capacity index of the turnstile group is less than a second preset threshold but greater than or equal to the first preset threshold, it is determined that the service is strained, and a passenger flow guidance instruction is triggered to guide passengers to other turnstile groups with higher service capacity indices.

[0036] Therefore, continuing with Formula 5, when S > 1.2, the service capacity is considered sufficient; when 1.0 < S < 1.2, the service capacity is considered balanced; when 0.8 < S < 1.0, the service capacity is considered strained (triggering an early warning); and when S < 0.8, the service capacity is considered insufficient (triggering an alarm and handling command). Through the above calculation process, this embodiment can transform the abstract gate operating status into the gate group's perceived passage service capacity index S, thereby realizing the monitoring of passage service capacity.

[0037] Figure 2 This application provides a schematic diagram of the structure of a monitoring device for the passenger perception service capability of a turnstile group, according to some embodiments of the present application. The monitoring device 200 includes: an acquisition unit 210, used to acquire the assessment time, hourly passenger flow of the turnstile group, and the design throughput capacity of a single turnstile; a first determination unit 220, used to determine a time-period sensitivity factor based on the time period to which the assessment time belongs and the time-period sensitivity factor value rules, the time-period sensitivity factor being used to characterize the sensitivity of passengers to passage delays at different time periods; and a second determination unit 230, used to determine the equipment integrity of multiple turnstiles within the turnstile group based on the functional status corresponding to a preset passage mode, and to determine the single-turntile passage passenger flow within a preset statistical period. The system includes: a first determination unit 240, which determines the equivalent effective contribution value of the turnstile based on the equipment integrity and importance weight, and determines the total equivalent effective contribution value of the turnstile group based on multiple equivalent effective contribution values; an index determination unit 250, which determines the passage service capability index of the turnstile group based on the total equivalent effective contribution value of the turnstile group, the design passage capacity of a single turnstile, the hourly passenger flow of the turnstile group, and time-sensitive factors; and an output unit 260, which outputs the passenger perception passage service capability index of the turnstile group and outputs alarm information and / or triggers a handling instruction when the passenger perception passage service capability index of the turnstile group meets the preset alarm conditions.

[0038] Based on the same technical concept, this application also provides a monitoring system for the passenger perception access service capability of turnstile groups, including: a turnstile group management module, used to construct a turnstile group to be evaluated based on preset turnstile location spacing and turnstile function types, and maintain the single turnstile design access capacity of the turnstile group to be evaluated; a multi-dimensional parameter acquisition module, configured to acquire the evaluation time, hourly passenger flow of the turnstile group, and single turnstile design access capacity of the turnstile group to be evaluated; a time period sensitivity factor is determined based on the time period to which the evaluation time belongs and the time period sensitivity factor value rules, the time period sensitivity factor being used to characterize the sensitivity of passengers to passage delays at different time periods; for multiple turnstiles in the turnstile group, based on the functional status corresponding to the preset passage mode, the system determines the equipment completeness. The system is configured to: 1) determine the accessibility of a gate based on its condition and the passenger flow through the gate within a preset statistical period; 2) determine the equivalent effective contribution value of the gate based on its condition and the passenger flow through the gate within a preset statistical period; 3) determine the total equivalent effective contribution value of the gate group based on multiple equivalent effective contribution values; 4) determine the service capacity index of the gate group based on the total equivalent effective contribution value of the gate group, the design capacity of a single gate, the hourly passenger flow of the gate group, and time-sensitive factors; and 5) output the passenger perception service capacity index of the gate group and output alarm information and / or trigger a handling command when the passenger perception service capacity index of the gate group meets preset alarm conditions.

[0039] Based on the same technical concept, this application also provides a computer-readable storage medium including instructions, which, when executed by a processor, implement a method for monitoring the gate group's passenger access service capability as provided in the first aspect above.

[0040] In the above embodiments, the descriptions of each embodiment have their own emphasis. Parts not described in detail or in a particular embodiment can be referred to in the relevant descriptions of other embodiments. Furthermore, the above embodiments can be freely combined as needed.

Claims

1. A method for monitoring the passenger access service capability of a turnstile group, characterized in that, include: Obtain the assessment time, hourly passenger flow of the turnstile group to be evaluated, and the design throughput capacity of a single turnstile; The time period sensitivity factor is determined based on the time period to which the assessment time belongs and the time period sensitivity factor value rule. The time period sensitivity factor is used to characterize the sensitivity of passengers to travel delays in different time periods. For multiple turnstiles in the turnstile group, the equipment integrity is determined based on the functional status corresponding to the preset passage mode, and the importance weight is determined based on the single turnstile passage passenger flow within a preset statistical period. The equivalent effective contribution value of the gate is determined based on the equipment integrity and the importance weight, and the total equivalent effective contribution value of the gate group is determined based on multiple equivalent effective contribution values. The passage service capacity index of the gate group is determined based on the total equivalent effective contribution value of the gate group, the design passage capacity of a single gate, the hourly passenger flow of the gate group, and the time period sensitive factor. Output the passenger access service capability index of the gate group, and output alarm information and / or trigger handling instructions when the passenger access service capability index of the gate group meets the preset alarm conditions.

2. The method for monitoring the passenger access service capability of a turnstile group according to claim 1, characterized in that, The gate group to be evaluated is configured as a collection of multiple gates located in the same subway station, with physical distance between them within a preset distance threshold, and having the same functional type.

3. The method for monitoring the passenger access service capability of a turnstile group according to claim 2, characterized in that, The determination of the time-period sensitivity factor based on the time period to which the evaluation time belongs and the time-period sensitivity factor value rules includes: Determine the time period type to which the assessment time belongs, including: morning rush hour, evening rush hour, and non-commuting hours; Based on the time period type, the corresponding time period sensitivity factor value is selected from the preset value selection rules, wherein the value corresponding to the morning commuting peak period is greater than the value corresponding to the evening commuting peak period, and the value corresponding to the evening commuting peak period is greater than the value corresponding to the non-commuting period.

4. The method for monitoring the passenger access service capability of a turnstile group according to claim 3, characterized in that, The determination of device integrity based on the functional status corresponding to the preset access method includes: The preset access methods supported by the gate are determined, including QR code access, card access, and ticket access; The functional status score of the gate for the preset passage mode is determined at the evaluation time, and the usage frequency weight corresponding to the preset passage mode is obtained. The usage frequency weight is determined based on the statistical analysis of historical passage data of the station. The device integrity is determined based on the usage frequency weight and the functional status score.

5. The method for monitoring the passenger access service capability of a turnstile group according to claim 4, characterized in that, The determination of importance weights based on single-gate passenger flow within a preset statistical period includes: The average passenger flow of the turnstile group is determined based on the single turnstile passenger flow of all turnstiles in the turnstile group within a preset statistical period; Based on the single-gate passenger flow and the average passenger flow of the gate, determine the degree of passenger flow deviation corresponding to the gate; The importance weight of the gate is determined based on the degree of passenger flow deviation and the preset deviation-importance weight mapping relationship.

6. The method for monitoring the passenger access service capability of a turnstile group according to claim 5, characterized in that, The determination of the passage service capacity index of the turnstile group based on the total equivalent effective contribution value of the turnstile group, the design passage capacity of a single turnstile, the hourly passenger flow of the turnstile group, and the time-period sensitive factor includes: The actual effective supply capacity is determined by multiplying the designed throughput capacity of a single gate by the total equivalent effective contribution value of the gate group. Dynamic demand pressure is determined based on the product of the hourly passenger flow of the gate group and the time-sensitive factor. The passage service capacity index of the gate group is determined based on the ratio of the actual effective supply capacity to the dynamic demand pressure.

7. The method for monitoring the passenger access service capability of a turnstile group according to claim 6, characterized in that, The step of outputting alarm information and / or triggering handling instructions when the passenger access service capability index of the gate group meets the preset alarm conditions includes: Compare the passenger experience service capability index of the gate group with the preset service capability level threshold; When the passenger access service capability index of the gate group is less than the first preset threshold, it is determined that the service is seriously insufficient, an emergency alarm message is output, and a disposal instruction for prioritizing the repair of faulty equipment in the gate group is triggered. When the passenger flow service capacity index of the gate group is less than the second preset threshold but greater than or equal to the first preset threshold, it is determined that the service is strained and a passenger flow guidance instruction is triggered to guide passengers to other gate groups with higher service capacity index.

8. A monitoring device for the passenger-sensory access service capability of a turnstile group, characterized in that, include: The acquisition unit is used to acquire the assessment time of the gate group to be evaluated, the hourly passenger flow of the gate group, and the design throughput capacity of a single gate. The first determining unit is used to determine the time period sensitivity factor based on the time period to which the evaluation time belongs and the time period sensitivity factor value rule. The time period sensitivity factor is used to characterize the sensitivity of passengers to travel delays in different time periods. The second determining unit is used to determine the equipment integrity of multiple turnstiles in the turnstile group based on the functional status corresponding to the preset passage mode, and to determine the importance weight based on the single turnstile passage passenger flow within a preset statistical period. The third determining unit is used to determine the equivalent effective contribution value of the gate based on the equipment integrity and the importance weight, and to determine the total equivalent effective contribution value of the gate group based on multiple equivalent effective contribution values; The index determination unit is used to determine the passage service capacity index of the gate group based on the total equivalent effective contribution value of the gate group, the design passage capacity of the single gate, the hourly passenger flow of the gate group, and the time period sensitive factor. The output unit is used to output the passenger access service capability index of the gate group, and output alarm information and / or trigger handling instructions when the passenger access service capability index of the gate group meets the preset alarm conditions.

9. A monitoring system for the passenger access service capability of a turnstile group, characterized in that, include: The turnstile group management module is used to construct turnstile groups to be evaluated based on preset turnstile position spacing and turnstile function types, and to maintain the single turnstile design passage capacity of the turnstile groups to be evaluated; The multi-dimensional parameter acquisition module is configured to acquire the evaluation time of the gate group to be evaluated, the hourly passenger flow of the gate group, and the design throughput capacity of the single gate. The time period sensitivity factor is determined based on the time period to which the assessment time belongs and the time period sensitivity factor value rule. The time period sensitivity factor is used to characterize the sensitivity of passengers to travel delays in different time periods. For multiple turnstiles in the turnstile group, the equipment integrity is determined based on the functional status corresponding to the preset passage mode, and the importance weight is determined based on the single turnstile passage passenger flow within a preset statistical period. The effective contribution calculation module is configured to determine the equivalent effective contribution value of the gate based on the equipment integrity and the importance weight, and to determine the total equivalent effective contribution value of the gate group based on multiple equivalent effective contribution values; The service index calculation module is configured to determine the passage service capacity index of the gate group based on the total equivalent effective contribution value of the gate group, the design passage capacity of the single gate, the hourly passenger flow of the gate group, and the time period sensitive factor. The monitoring result application module is configured to output the passenger access service capability index of the gate group, and output alarm information and / or trigger handling instructions when the passenger access service capability index of the gate group meets the preset alarm conditions.

10. A computer-readable storage medium, characterized in that, The method includes instructions that, when executed by a processor, implement the method for monitoring the passenger access service capability of a gate group as described in any one of claims 1 to 7.

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