Door area passenger flow difference-based same-carriage shunting guidance method and system and medium

Abstract

Embodiments of the present application provide a same-carriage shunting guidance method and system based on door area passenger flow difference, and a medium, belonging to the technical field of intelligent guidance of railway platforms. The method comprises: acquiring distance sensing data of each available door area of the same carriage; determining the waiting state and the passing state of each door area according to the distance sensing data, and determining the queue expected passing time of each door area according to the waiting state and the passing state; determining a target shunting scheme for guiding part of the waiting passengers in one door area to another door area according to the queue expected passing time of each door area and the personnel transfer time between door areas; controlling the corresponding ground display screen to output shunting guidance information according to the target shunting scheme, and adjusting the shunting guidance information according to the updated distance sensing data. The present application scheme realizes shunting judgment in combination with the door area passing state and the personnel transfer time consumption, dynamically adjusts the ground display guidance, reduces invalid door changing, and shortens the overall boarding time of the waiting passengers in the same carriage.

Description

Technical Field

[0001] This invention relates to the field of intelligent guidance technology for railway platforms, specifically to a method, system, and medium for diverting passengers within the same carriage based on differences in passenger flow at the gate area. Background Technology

[0002] Railway passenger platforms typically use floor markings or displays to show passengers the location of carriages, waiting directions, and safety information. After the train stops, passengers generally choose the nearest door to their ticketed carriage. When passenger flow is concentrated, different door areas within the same carriage may form waiting queues of significantly different lengths. Current passenger flow management mainly relies on the current number of passengers or queue length at each door area, guiding some passengers to door areas with fewer people.

[0003] However, the actual boarding speed at the gate is not entirely determined by the number of people waiting. Factors such as pauses at the entrance, short-term congestion after the preceding passengers enter the carriage, and changes in the boarding pace can affect the boarding time at gates with fewer people, which may take longer to complete.

[0004] Meanwhile, it takes time for passengers to transfer from one gate to another, during which the queues at the two gates continue to change. If passenger flow is diverted based solely on the difference in queue size at a given moment, passengers may arrive at their destination gate later than they were waiting at their original gate, or the destination gate may become congested again within a short period of time. Summary of the Invention

[0005] The purpose of this invention is to provide a method, system, and medium for diverting passengers within the same carriage based on differences in passenger flow at different door zones, so as to at least solve the problem that existing platform guidance systems have difficulty in determining whether there is actual diversion value between different door zones within the same carriage.

[0006] To achieve the above objectives, a first aspect of the present invention provides a method for diverting passenger flow within the same train carriage based on differences in passenger flow at different entrance areas. The method is implemented using a platform floor display device, which includes multiple floor display screens arranged along the platform and distance sensing devices disposed at the floor display screens. The method includes: Acquire distance sensing data for each available door zone in the same carriage; The waiting status and passage status of each gate area are determined based on the distance sensing data, and the estimated passage time of the queue in each gate area is determined based on the waiting status and passage status. Based on the estimated passage time of queues at each gate and the transfer time between gates, a target diversion plan is determined to guide some waiting passengers from one gate to another gate. The system controls the corresponding ground display screen to output diversion guidance information according to the target diversion scheme, and adjusts the diversion guidance information according to the updated distance sensing data.

[0007] A second aspect of the present invention provides a same-carriage passenger flow diversion and guidance system based on differences in passenger flow at different entrances. The system is implemented using a platform floor display device, which includes multiple floor display screens arranged along the platform and distance sensing devices disposed at the floor display screens. The system comprises: The data acquisition unit is used to acquire distance sensing data from each available door zone in the same carriage; The time determination unit is used to determine the waiting status and passage status of each gate area based on the distance sensing data, and to determine the estimated passage time of the queue in each gate area based on the waiting status and the passage status. The scheme generation unit is used to determine the target diversion scheme for guiding some waiting passengers from one gate to another gate, based on the expected passage time of the queues in each gate area and the personnel transfer time between gate areas. The execution unit is used to control the corresponding ground display screen to output diversion guidance information according to the target diversion scheme, and to adjust the diversion guidance information according to the updated distance sensing data.

[0008] On the other hand, the present invention provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the above-described method for guiding passenger flow within the same carriage based on differences in passenger flow at door zones.

[0009] Through the above technical solution, this invention utilizes a platform floor display device to acquire passenger flow changes at each exit area of ​​the same carriage. Combining waiting status and actual passage status, it determines the estimated queue passage time and incorporates passenger transfer time into the diversion judgment, transforming the diversion basis from a single difference in queue size to a comprehensive assessment of actual boarding completion. This reduces ineffective guidance that prolongs waiting time after passenger transfer and avoids new passenger congestion at target exit areas due to concentrated diversion. Simultaneously, the diversion guidance information is dynamically adjusted based on updated distance sensing data, ensuring timely updates to the displayed content as passenger flow changes at each exit area. Building upon existing floor display devices, this improves the coordinated passage efficiency of each exit area within the same carriage and the accuracy of platform guidance.

[0010] Other features and advantages of the embodiments of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0011] The accompanying drawings are provided to further illustrate embodiments of the present invention and form part of the specification. They are used together with the following detailed description to explain the embodiments of the present invention, but do not constitute a limitation thereof. In the drawings: Figure 1This is a schematic diagram illustrating the personnel detection principle of a distance sensing device according to one embodiment of the present invention; Figure 2 This is a flowchart of the steps of a method for diverting passengers in the same carriage based on differences in passenger flow at the door area, provided by one embodiment of the present invention. Figure 3 This is a schematic diagram of the division of the same carriage door area and sensing area provided by one embodiment of the present invention; Figure 4 This is a detailed flowchart of step S30 of the same carriage diversion and guidance method based on the difference in passenger flow at the door area provided by one embodiment of the present invention; Figure 5 This is a schematic diagram comparing the estimated completion time of the two gate areas before and after traffic diversion, provided by one embodiment of the present invention; Figure 6 This is a schematic diagram of the ground display content for diversion guidance within the same carriage, provided by one embodiment of the present invention; Figure 7 This is a system structure diagram of a same-carriage diversion and guidance system based on the difference in passenger flow at the door area, provided by one embodiment of the present invention. Detailed Implementation

[0012] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0013] This invention is based on a platform ground display device, which includes multiple ground display screens arranged along the platform and distance sensing devices installed at the ground display screens. The multiple ground display screens are sequentially arranged along the platform waiting area, and a correspondence is established between them and the corresponding carriages and doors based on the train formation and stopping position. The ground display screens are used to display carriage positions, waiting directions, and passenger flow guidance information, and their display content can be switched according to the current train formation. The distance sensing devices are installed at the ground display screens, with the sensing direction facing the waiting area of ​​the corresponding door. This embodiment uses a distance sensing device with multi-target ranging and angle measurement capabilities to continuously acquire the distance, detection direction, and detection time of each distinguishable person target within the effective sensing range, and retains the detection results of stationary personnel. Trigger signals indicating the approach or departure of personnel are not used for calculating the number of waiting passengers. After installation, the fixed detection results formed by platform edges, fixed facilities, and ground components are pre-calibrated to reduce the influence of fixed objects on personnel detection. The data collected by each distance sensor is associated with the corresponding ground display screen and gate area to determine the waiting status and passage status of each gate area, and to provide a data basis for the subsequent diversion plan determination and display content adjustment.

[0014] like Figure 1As shown, the underground sensing device forms a fan-shaped sensing range facing the waiting area of ​​the platform. When a person enters the sensing range and moves or stops, the distance sensing device continuously acquires the distance change of the person and the detection time, and outputs the corresponding detection signal, thereby providing basic data for determining the stopping and moving status of people in the gate area.

[0015] like Figure 2 As shown, this invention provides a method for diverting passengers within the same carriage based on differences in passenger flow at the door zones. The method includes: Step S10: Obtain distance sensing data for each available door zone in the same carriage.

[0016] Specifically, the system acquires the current train formation information, parking position information, and door opening status; based on the train formation information and parking position information, it determines the door zones corresponding to each door in the same carriage, and determines the available door zones from each of the door zones based on the door opening status; based on the location of each available door zone, it determines the distance sensing device, ground display screen, and door zone sensing area corresponding to each available door zone; it continuously detects personnel targets within the corresponding door zone sensing area through each distance sensing device, and forms distance sensing data for each available door zone based on the detected personnel target distance, corresponding detection direction, and detection time.

[0017] In this embodiment of the invention, train formation information includes the number of cars in the train, the arrangement order of each car, and the distribution of doors. Parking location information includes the train's parking reference position and the corresponding position of each car on the platform. Door open status indicates whether each door is in a permitted boarding state. Taking an eight-car train as an example, the car numbers are determined sequentially according to the train's direction of travel, and the area corresponding to the open doors of the same car on the platform side is defined as the door zone; door zones in a permitted boarding state are defined as available door zones, while closed or prohibited boarding door zones are not included in this diversion. Figure 3 Each carriage has two doors, each corresponding to a door zone. Ground display screens and distance sensors are installed near each door zone. The door zone sensing area includes a waiting detection area and a passage area in front of the door. The preset passage boundary is located on the side closest to the door, providing a regional basis for determining the waiting status and personnel passage events.

[0018] Based on the pre-defined positions of the vehicle doors, the installation locations of the distance sensors, and the ground display screen, a correspondence is established between the available door zones, the distance sensors, and the ground display screen. The area within the effective sensing range of the distance sensor that overlaps with the corresponding door zone is defined as the door zone sensing area. Detection results within the door zone sensing area are continuously acquired according to a preset sampling period, for example, once every 100ms. The detection distance from the distance sensor to the person target, the detection direction relative to the platform's longitudinal direction, and the detection time are correlated to form distance sensing data. Detection results from different distance sensors are appended with the device number and the corresponding door zone number.

[0019] Step S20: Determine the waiting status and passage status of each gate area based on the distance sensing data, and determine the estimated passage time of the queue in each gate area based on the waiting status and passage status.

[0020] Specifically, determining the waiting status and passage status of each gate area based on the distance sensing data includes: dividing the gate area sensing area corresponding to each available gate area into a waiting detection area and a gate passage area based on the positional relationship between each available gate area and the corresponding vehicle door; determining the dwelling and movement records of each person target within the gate area sensing area based on the changes in the distance and detection direction of the person target corresponding to multiple consecutive detection times; determining the number of people waiting and the distribution of people waiting in the corresponding available gate area based on the person target who has stayed in the waiting detection area for a preset waiting time, thus forming the waiting status; determining the movement record of a person entering the gate passage area from the waiting detection area along the vehicle door direction and crossing a preset passage boundary as a person passage event, and forming the passage status based on the person passage event and its occurrence time.

[0021] Further, determining the estimated passage time of queues at each gate area based on the waiting status and the passage status includes: determining an effective observation period for the continuous presence of waiting personnel at the corresponding gate area based on the waiting status; determining the passage time interval between adjacent personnel passage events based on the occurrence time of each personnel passage event within the effective observation period; determining the average value of each passage time interval as the effective passage interval when the number of personnel passage events within the effective observation period reaches a preset number; determining a preset initial passage interval as the effective passage interval when the number of personnel passage events does not reach the preset number; and determining the estimated passage time of queues at the corresponding gate area by multiplying the number of waiting personnel at the corresponding gate area by the effective passage interval.

[0022] In this embodiment of the invention, the distance and detection direction of the personnel target are converted into a position in a unified platform coordinate system based on the pre-calibrated installation position and detection direction of each distance sensing device. For overlapping sensing ranges, the effective data acquisition area of ​​each distance sensing device is pre-divided, and only the detection result of the designated device is used at the same position to avoid duplicate counting. The waiting detection area is set at the normal queuing position outside the corresponding door, and the door passage area is set between the waiting detection area and the door entrance. The preset passage boundary is set on the side of the door passage area closer to the door entrance and intersects with the direction of personnel boarding. The boundaries of the above areas are pre-calibrated according to the door position and the platform waiting markings.

[0023] According to the order of detection time, within a preset association distance, personnel targets at adjacent detection times are matched one by one in ascending order of location distance. Each detection result participates in only one matching; if a unique correspondence cannot be determined, the distance sensing data of the corresponding gate area in this round is marked as invalid. For example, when the sampling period is 100ms, the preset association distance is set to 0.3m. Based on the associated personnel target positions, corresponding personnel target stay records and movement records are formed. After a personnel target enters the waiting detection area, if it remains in the area for a preset waiting time and does not leave from the lateral boundary, it is identified as a waiting person. The preset waiting time is set to 2s to exclude personnel who only pass along the platform. If an identified waiting person moves within the waiting detection area, or enters the passage area in front of the door along the direction of the door but has not yet crossed the preset passage boundary, it is still counted in the number of waiting people; personnel who leave the queue laterally from the above areas are deducted from the number of waiting people. The number of people waiting for the train is determined based on the number of people who have not yet crossed the preset passage boundary, and the distribution of people waiting for the train is determined according to the distance of each person from the train door.

[0024] When the same person enters the passage area in front of the gate from the waiting detection area along the direction of the gate and continues to cross the preset passage boundary, a person passage event is formed. The detection time of crossing the preset passage boundary is taken as the occurrence time of the person passage event. Movement records of leaving the passage area laterally are not counted as person passage events. After a waiting person crosses the preset boundary, the number of waiting persons is deducted from the number of waiting persons. If people continuously overlap and cannot be distinguished, or if the waiting queue extends beyond the gate area sensing area, the use of the current round of distance sensing data for the corresponding gate area to determine the estimated passage time of the queue is stopped.

[0025] The effective observation period is defined as the continuous time when the number of people waiting is consistently greater than zero and the distance sensor data remains valid. The time difference between the occurrence times of adjacent person passing events within the effective observation period is defined as the passage interval, including short pauses during which people are waiting in front of the gate, while excluding idle time caused by no one waiting. A preset number of five person passing events is used, and the average of the corresponding four passage intervals is determined as the effective passage interval; if there are fewer than five events, a preset initial passage interval is used. The preset initial passage interval is determined based on historical boarding records of the same vehicle model and type of gate; in this embodiment, it is set to 3 seconds. Finally, the product of the current number of people waiting and the effective passage interval is determined as the estimated queue passage time.

[0026] The preset associated distance, preset waiting time, preset quantity, and preset initial passage interval mentioned above are all values ​​taken in the embodiment. Other implementation methods are predetermined based on distance detection accuracy, sampling period, and historical passage records of the corresponding vehicle type.

[0027] Step S30: Based on the estimated passage time of the queues in each gate area and the personnel transfer time between gate areas, determine the target diversion plan to guide some of the waiting personnel in one gate area to another gate area.

[0028] Specifically, based on the estimated passage time of queues at each door area within the same carriage, the waiting door areas with slower queue clearing and candidate target door areas for receiving diverted passengers are identified. Based on the distribution of waiting passengers at the waiting door areas, candidate diversion groups are determined from the rear of the queue, and the transfer time is determined by combining the distance between the candidate diversion groups and the candidate target door areas. Based on this, the estimated completion time for both the waiting door areas and the candidate target door areas after the candidate diversion groups have transferred is determined, and the later time is taken as the overall estimated completion time for both door areas. This is compared with the overall estimated completion time of the two door areas without diversion, and the target diversion scheme is selected from the candidate diversion schemes that have actual improvement effects, thus avoiding diversion based solely on differences in the number of waiting passengers. Figure 4 Step S30 includes the following steps: Step S301: Determine the gate areas to be diverted and the candidate target gate areas based on the estimated passage time of the queues in each gate area.

[0029] Specifically, when there are two or more available door zones in the same carriage, and the estimated passage time for each door zone is valid, the door zones are arranged in descending order of estimated passage time. The door zone with the longest estimated passage time is designated as the door zone to be diverted, and the passage time difference between the door zone to be diverted and the other available door zones is calculated. Available door zones with an estimated passage time shorter than the door zone to be diverted, and whose passage time difference reaches a preset door zone difference duration, are designated as candidate target door zones. For example, if the estimated passage time for the door zone to be diverted is 46 seconds, and the estimated passage time for another available door zone is 28 seconds, with a preset door zone difference duration of 10 seconds, the passage time difference is 18 seconds, therefore the other available door zone is designated as a candidate target door zone. When there are multiple candidate target door zones in the same carriage, a correspondence is established between the door zone to be diverted and each candidate target door zone for subsequent determination of candidate diversion schemes; if no candidate target door zone meets the conditions, the current diversion is not executed.

[0030] Step S302: Determine the candidate diversion group based on the distribution of waiting personnel in the diversion gate area, and determine the transfer time of the candidate diversion group to the candidate target gate area to form a candidate diversion plan.

[0031] Specifically, based on the distribution of waiting passengers in the waiting area, multiple candidate diversion groups are identified from the tail of the queue in the waiting area, each with a different number of passengers and all fewer than the number of passengers in the waiting area. Based on the location of the passenger furthest from the target waiting position in each candidate diversion group, the corresponding passenger transfer distance is determined. Based on the passenger transfer distance and a preset passenger transfer speed, the passenger transfer time required for all members of the corresponding candidate diversion group to reach the target waiting position is determined. The waiting area, the candidate target area, each candidate diversion group, and their corresponding passenger transfer time are associated to form multiple candidate diversion schemes.

[0032] In this embodiment of the invention, the queue tail is designated as the starting point. Starting from the queue tail, the number of waiting passengers is increased sequentially from the queue tail to the queue head, forming multiple candidate diversion groups. For example, if there are a total of 8 waiting passengers in the diversion area, 1, 2, up to 7 consecutive waiting passengers from the queue tail are selected to form candidate diversion groups with different numbers of waiting passengers, avoiding the simultaneous transfer of all waiting passengers in the diversion area.

[0033] When there are waiting passengers in the candidate target gate area, the current end of the queue is determined as the target waiting position based on the distribution of passengers in that gate area. When there are no waiting passengers in the candidate target gate area, the pre-marked starting position of the queue within the waiting detection area of ​​that gate area is determined as the target waiting position. For each candidate diversion group, the transfer path for each passenger from their current position to the target waiting position along the platform waiting area is determined, and the path length corresponding to the passenger farthest from the target waiting position is determined as the passenger transfer distance for that candidate diversion group. The transfer path is located inside the platform safety line and avoids the area where fixed facilities are located.

[0034] The transfer time is determined based on the transfer distance and the preset transfer speed. The transfer time represents the estimated time required for all members of the candidate diversion group to reach their target waiting position. For example, if the transfer distance for a candidate diversion group is 18m and the preset transfer speed is 1.0m / s, the corresponding transfer time is 18s. The preset transfer speed is determined in advance based on normal walking records on the platform, and a value lower than the average walking speed is selected to form a conservative transfer time.

[0035] The waiting numbers and corresponding transfer times of the candidate diversion gates, candidate target gates, and candidate diversion groups are correlated to form a candidate diversion plan. The above process is then applied to each candidate diversion group and each candidate target gate to generate multiple candidate diversion plans.

[0036] Step S303: Based on the number of people waiting in the candidate diversion group, the personnel transfer time, and the estimated passage time of the queues in the two gate areas, determine the overall estimated completion time of the two gate areas corresponding to each candidate diversion scheme.

[0037] Specifically, the overall estimated completion time for the two gate areas corresponding to each of the candidate diversion schemes is determined according to the following formula: in, This indicates the overall estimated completion time for the two gate areas corresponding to the candidate diversion plan. and These represent the estimated passage times of the queues for the gate area to be diverted and the candidate target gate area, respectively. and These represent the effective passage intervals of the gate region to be diverted and the candidate target gate region, respectively. This indicates the number of people waiting in the candidate diversion group. This indicates the transfer time of the personnel corresponding to the candidate diversion group.

[0038] In this embodiment of the invention, the moment when the candidate diversion scheme is determined is used as the timing start point. According to step S20, the estimated passage time of the queue in the diversion gate area is... The estimated passage time for the candidate target gate area queue is ,in, and These represent the number of passengers waiting at the gate to be diverted and the candidate target gate, respectively. and These represent the effective passage intervals for the two gate zones.

[0039] The number of people who moved out of the queue at the waiting gate area was: After identifying the candidate diversion groups, the number of diversion gate areas will decrease. The process involves individual personnel passing through; therefore, the estimated completion time for the remaining personnel in the diversion area is: Because the number of people waiting in the candidate diversion group is less than the number of people waiting in the diversion gate area, therefore Not less than zero.

[0040] During the transfer of the candidate diversion group to the candidate target gate area, the original waiting passengers at the candidate target gate area continue to pass through according to the effective passage interval. For the candidate diversion group to begin passing through the candidate target gate area, two conditions must be met simultaneously: the original queue has completed passage and the candidate diversion group has reached its target waiting position. Therefore, the estimated passage time of the queues at the candidate target gate area is calculated. With personnel transfer time The larger value in the range is determined as the expected start time for the candidate diversion group to pass through: when Greater than When, it means that after the candidate diversion group arrives, it still needs to wait for the original queue to complete; when Greater than When the original queue has completed its passage, the candidate target gate area awaits the arrival of the candidate diversion group. It will take for all candidate diversion groups to complete their passage... Therefore, the estimated completion time after the candidate target gate area receives the candidate diversion group is: Since both the diversion gate area and the candidate target gate area can allow personnel to pass through simultaneously, the larger of the estimated completion times for the two gate areas is determined as the overall estimated completion time for the two gate areas in the corresponding candidate diversion scheme. in, This indicates the overall estimated completion time for the two gate areas corresponding to the candidate diversion plan. and These represent the estimated passage times for the queues of the gate area to be diverted and the candidate target gate area, respectively. and These represent the effective passage intervals for the two gate zones. This indicates the number of people waiting in the candidate diversion group. This indicates the time required for all members of the candidate diversion group to reach their target waiting location.

[0041] For example, if there are 10 people waiting at the waiting gate area with an effective passage interval of 4 seconds, the estimated passage time for their queue is 40 seconds; if there are 5 people waiting at the candidate target gate area with an effective passage interval of 3 seconds, the estimated passage time for their queue is 15 seconds. The candidate diversion group includes 3 people waiting, with a transfer time of 12 seconds. After diversion, the estimated completion time for the waiting gate area is 28 seconds, the estimated completion time for the candidate target gate area is 24 seconds, and the overall estimated completion time for both gate areas is 28 seconds.

[0042] The above calculations are based on currently detected waiting passengers. After the calculations are completed, new passengers entering the gate's sensing area are included in the next round of assessment based on updated distance sensing data. The above calculations are performed separately for each candidate target gate and each candidate diversion group. The overall estimated completion time for both gates is used for subsequent target diversion scheme selection. The above values ​​are only for illustrating the calculation process and do not constitute a limitation on the range of values ​​for waiting passenger numbers, effective passage intervals, or passenger transfer times.

[0043] Step S304: Based on the overall estimated completion time of the two gate areas corresponding to each candidate diversion scheme and the estimated completion time of the candidate diversion group, determine the target diversion scheme from each candidate diversion scheme.

[0044] In this embodiment of the invention, the larger of the estimated passage times of the queues of the gate to be diverted and the candidate target gate is determined as the overall estimated completion time of the two gates when no diversion is performed. The estimated completion time after the candidate target gate area receives the candidate diversion group is determined as the estimated completion time of that candidate diversion group: Calculate the overall estimated completion time for both gate areas without traffic splitting. The overall estimated completion time for the two gate areas corresponding to each candidate diversion plan The difference between them. The time required to achieve the desired improvement is the estimated completion time for the candidate diversion group. No later than the estimated completion time when it remains in the diversion gate area. The candidate traffic splitting schemes were determined to be feasible. A preset improvement time was used to exclude invalid traffic splitting caused by prediction errors; in this embodiment, it was set to 5 seconds.

[0045] From all feasible diversion plans, the plan with the shortest overall estimated completion time for both gate areas is selected as the target diversion plan; if multiple plans have the same result, the plan with fewer waiting passengers in the candidate diversion group is selected. Taking the aforementioned example... It lasts for 40 seconds. The duration is 28 seconds, the improvement time is 12 seconds, and It is 24 seconds, earlier than The corresponding timeframe is 40 seconds, therefore this solution meets the screening criteria. If no feasible alternative solution exists, a target alternative solution is not formed.

[0046] In a specific embodiment, such as Figure 5 There are 10 people waiting in the waiting area of ​​the diversion gate, with an effective passage interval of 4 seconds; there are 5 people waiting in the candidate target gate, with an effective passage interval of 3 seconds. Figure 5 (a) in the diagram represents the expected passage process without traffic splitting, with the two gates completing passage in 40s and 15s respectively, and the overall expected completion time being 40s. Figure 5 (b) in the diagram represents the estimated passage time after transferring the last 3 waiting passengers, with a transfer time of 12 seconds. During the transfer, the original queue at the candidate target gate continues to move; after the transferred passengers arrive, they wait for 3 seconds before proceeding in sequence, completing the process in 24 seconds. The remaining 7 waiting passengers at the diversion gate are completed in 28 seconds, and the overall estimated completion time for both gates is shortened to 28 seconds, indicating that the candidate diversion scheme has a time-saving effect.

[0047] Preferably, before determining the target diversion plan, the passage events of passengers at the gate area to be diverted and the candidate target gate area are extracted within a preset observation period to determine the pause intervals where there are waiting passengers but no passage events occur at the two gate areas. In this embodiment, the preset observation period is set to 30 seconds, and the interval where no passage events occur for 6 consecutive seconds is recorded as the pause interval. When the pause intervals of the two gate areas overlap by a cumulative 10 seconds, the gate area combination is marked as a common pause state, and the target diversion plan is not selected from this combination. The plan is re-evaluated in subsequent observation periods. Thus, diversion is temporarily suspended for gate area combinations that may be affected by the same in-vehicle passage blockage, reducing the overestimation of benefits caused by treating two gate areas as independent passageways, and avoiding passengers still being affected by the same blockage after changing gates. The above duration is predetermined based on the normal boarding records of the same vehicle model.

[0048] Step S40: Control the corresponding ground display screen to output diversion guidance information according to the target diversion scheme, and adjust the diversion guidance information according to the updated distance sensing data.

[0049] Specifically, based on the target diversion scheme, the gate area to be diverted, the target gate area, and the candidate diversion group are determined. The ground display screen corresponding to the gate area to be diverted is controlled to output diversion guidance information pointing to the target gate area. Based on the updated distance sensing data, the actual number of people responding from the tail of the queue in the gate area to be diverted along the direction of the target gate area leaving the waiting detection area is determined. When the actual number of people responding reaches the number of people waiting in the candidate diversion group corresponding to the target diversion scheme, or when the output duration of the diversion guidance information reaches the preset guidance duration, the current round of diversion guidance is stopped. When the actual number of people responding is not zero, after the last person counted in the actual number of people leaves the waiting detection area, and after the personnel transfer time corresponding to the target diversion scheme, the estimated passage time of the queue in each gate area is re-determined based on the updated distance sensing data, and the existence of a target diversion scheme is re-determined. If a re-determined target diversion scheme exists, the diversion guidance information is updated according to the re-determined target diversion scheme. If no re-determined target diversion scheme exists, the output of the diversion guidance information is stopped.

[0050] In this embodiment of the invention, after forming a target diversion plan, the number of waiting passengers in the target diversion gate area, the target gate area, and the candidate diversion group is used to determine the ground display screens that need to output diversion guidance information. Ground display screens near the end of the queue in the target diversion gate area are preferentially selected to display the direction of the target gate area, the corresponding carriage identification, and dynamic directional prompts, enabling the candidate diversion group to leave the original queue directly from the end of the queue. In this embodiment, the diversion guidance information uses a dynamic arrow pointing to the target gate area, and simultaneously displays text such as "Wait at the door in front of this carriage" or "Wait at the door behind this carriage."

[0051] like Figure 6 Taking the two door zones of carriage 03 as an example, Figure 6 (a) indicates the content displayed in the waiting area, which prompts passengers in this carriage to go to the right-hand door to wait for their train through the carriage number, guiding text, and a right-pointing arrow. Figure 6 (b) indicates the display content of the target gate area, which retains the same carriage number and displays "Please queue here" to confirm the waiting position. The display content of the two gate areas corresponds to each other, so that passengers can clearly understand their carriage and target waiting position during the transfer process.

[0052] During the output of diversion guidance information, distance sensing data corresponding to the gate area to be diverted is continuously acquired. Based on the movement records of personnel targets, personnel targets leaving the waiting detection area from the tail of the queue in the gate area to be diverted are identified. If a personnel target moves towards the target gate area for three consecutive detection moments after leaving, the personnel target is counted in the actual number of responders; personnel targets entering the passage area in front of the gate from the front of the queue, leaving in the opposite direction, or returning to the original waiting position after leaving are not counted in the actual number of responders. The same personnel target is counted only once.

[0053] When the actual number of responders reaches the number of people in the candidate diversion group corresponding to the target diversion plan, the current round of diversion guidance at the gate area to be diverted is stopped to avoid further increasing the number of people being transferred. When the actual number of responders does not reach the number of people waiting in the candidate diversion group, but the output duration of the diversion guidance information reaches the preset guidance duration, the current round of diversion guidance is also stopped. In this embodiment, the preset guidance duration is set to 8 seconds to limit the duration of a single guidance session. When the actual number of responders is zero, the current round of diversion ends, and the diversion judgment is re-executed after the passenger flow status at the gate area changes.

[0054] When the actual number of responders is not zero, record the moment when the last person counted as an actual responder leaves the waiting detection area. After the personnel transfer time corresponding to the target diversion plan has elapsed since that moment, reacquire distance sensing data for each gate area, and re-determine the waiting status, passage status, and estimated queue passage time according to step S20. Then, re-determine whether a target diversion plan exists according to step S30. The expiration of the personnel transfer time is only used as a trigger condition for re-detection and does not directly indicate that all actual responders have arrived. Based on the continuous movement records generated by the existing distance sensing devices, confirm that the actual responders in this round have entered the target gate area or returned to the waiting diversion gate area before starting the next round of diversion guidance; if there are still personnel on the way, the start is delayed. If the transfer status cannot be confirmed due to discontinuous sensing range or interruption of personnel target association, the next round of diversion guidance will not be started for that gate area combination during this stop.

[0055] After the target diversion plan is redefined, the diversion guidance information on the corresponding ground display screen is updated based on the new diversion gate area, target gate area, and candidate diversion groups; if no new target diversion plan is formed, the output of diversion guidance information is stopped.

[0056] Preferably, after stopping the current round of diversion guidance, a preset delayed observation period is set to continue monitoring the movement of people at the end of the queue in the diversion area. In this embodiment, the preset delayed observation period is set to 5 seconds. For people who were already waiting but not yet counted in the actual response count, and who leave the waiting detection area along the target gate direction during this period, they are counted in the actual response count, and the departure time of the last actual response person is updated. After the delayed observation period ends, and after the corresponding personnel transfer time has elapsed from the updated departure time, the target diversion plan is re-determined. This process includes people who continue to transfer due to delayed response or following the passengers in front after the prompt is removed in the current round of feedback, reducing the repeated diversion caused by starting the next round of guidance in advance when there are still people transferring. The preset delayed observation period is determined based on the departure records after the on-site prompt is removed.

[0057] like Figure 7 As shown, this invention provides a same-carriage diversion guidance system based on passenger flow differences between door zones. The system is implemented using a platform floor display device, which includes multiple floor displays arranged along the platform and distance sensing devices installed at the floor displays. The system includes: a data acquisition unit for acquiring distance sensing data of each available door zone in the same carriage; a time determination unit for determining the waiting status and passage status of each door zone based on the distance sensing data, and determining the estimated passage time of the queues in each door zone based on the waiting status and passage status; a scheme generation unit for determining a target diversion scheme to guide some waiting passengers from one door zone to another door zone based on the estimated passage time of the queues in each door zone and the passenger transfer time between door zones; and an execution unit for controlling the corresponding floor displays to output diversion guidance information according to the target diversion scheme, and adjusting the diversion guidance information according to the updated distance sensing data.

[0058] The present invention also provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the above-described method for diverting passengers in the same carriage based on differences in passenger flow at door zones.

[0059] Those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing related hardware. This program is stored in a storage medium and includes several instructions to cause a microcontroller, chip, or processor to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0060] The optional embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the embodiments of the present invention are not limited to the specific details described above. Within the scope of the technical concept of the embodiments of the present invention, various simple modifications can be made to the technical solutions of the embodiments of the present invention, and these simple modifications all fall within the protection scope of the embodiments of the present invention. It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the embodiments of the present invention will not further describe the various possible combinations.

[0061] Furthermore, various different embodiments of the present invention can be combined in any way, as long as they do not violate the spirit of the embodiments of the present invention, they should also be regarded as the content disclosed by the embodiments of the present invention.

Claims

1. A method for diverting passengers within the same train carriage based on differences in passenger flow at different doors, characterized in that, The method is implemented based on a platform ground display device, which includes multiple ground display screens arranged along the platform and distance sensing devices disposed at the ground display screens. The method includes: Acquire distance sensing data for each available door zone in the same carriage; The waiting status and passage status of each gate area are determined based on the distance sensing data, and the estimated passage time of the queue in each gate area is determined based on the waiting status and passage status. Based on the estimated passage time of queues at each gate and the transfer time of personnel between gates, a target diversion plan is determined to guide some of the waiting personnel in one gate to another gate. The system controls the corresponding ground display screen to output diversion guidance information according to the target diversion scheme, and adjusts the diversion guidance information according to the updated distance sensing data.

2. The method for diverting passengers within the same carriage based on differences in passenger flow at the door zones, as described in claim 1, is characterized in that... Acquire distance sensing data for each available door zone in the same carriage, including: Obtain the current train formation information, stopping position information, and door opening status; Based on the train formation information and the parking location information, the door zones corresponding to each door in the same carriage are determined, and the available door zones are determined from each of the door zones based on the door opening status. Based on the location of each available door zone, determine the distance sensing device, ground display screen, and door zone sensing area corresponding to each available door zone; The distance sensing devices continuously detect personnel targets within the corresponding door zone sensing area, and generate distance sensing data for each available door zone based on the detected personnel target distance, corresponding detection direction, and detection time.

3. The method for diverting passengers within the same carriage based on differences in passenger flow at the door zones, as described in claim 1, is characterized in that... The waiting status and passage status of each gate area are determined based on the distance sensing data, including: Based on the positional relationship between each available door area and the corresponding vehicle door, the door area sensing area corresponding to each available door area is divided into a waiting detection area and a door passage area. Based on the changes in the distance and direction of the personnel target at multiple consecutive detection times, determine the dwell and movement records of each personnel target within the sensing area of ​​the gate area; Based on the target number of people who have stayed in the waiting detection area for a preset waiting time, the number of people waiting in the corresponding available gate area and the distribution of people waiting in the waiting area are determined, and the waiting status is formed. The movement record of a person moving from the waiting detection area into the passage area in front of the door along the direction of the door and crossing the preset passage boundary is determined as a person passage event, and the passage status is formed based on the person passage event and the time of occurrence.

4. The method for diverting passengers within the same carriage based on differences in passenger flow at the door zones, as described in claim 3, is characterized in that... The estimated passage time for each gate area is determined based on the waiting status and the passage status, including: Based on the waiting status, determine the effective observation period for the corresponding gate area where there are continuously waiting people; Based on the occurrence time of each person's passage event within the effective observation period, the passage time interval between adjacent person passage events is determined; When the number of personnel passing events during the effective observation period reaches a preset number, the average value of each passage time interval is determined as the effective passage interval for the corresponding gate area; when the number of personnel passing events does not reach the preset number, the preset initial passage interval is used as the effective passage interval. The product of the number of people waiting at the corresponding gate area and the effective passage interval is determined as the estimated passage time of the queue at the corresponding gate area.

5. The method for diverting passengers within the same carriage based on differences in passenger flow at the door zones, as described in claim 3, is characterized in that... Based on the estimated queue times at each gate and the passenger transfer times between gates, a target diversion plan is determined to guide some waiting passengers from one gate to another, including: Based on the estimated passage time of the queues in each gate area, determine the gate areas to be diverted and the candidate target gate areas; Based on the distribution of waiting passengers in the designated diversion gate area, candidate diversion groups are determined, and the transfer time of the candidate diversion groups to the candidate target gate area is determined to form a candidate diversion plan; Based on the number of people waiting in the candidate diversion groups, the transfer time of the people, and the estimated passage time of the queues in the two gate areas, the overall estimated completion time of the two gate areas corresponding to each candidate diversion scheme is determined; Based on the overall estimated completion time of the two gate areas corresponding to each of the candidate diversion schemes and the estimated completion time of the candidate diversion group, the target diversion scheme is determined from each of the candidate diversion schemes.

6. The method for diverting passengers within the same carriage based on differences in passenger flow at the door zones, as described in claim 5, is characterized in that... Based on the distribution of waiting passengers in the designated diversion gate areas, candidate diversion groups are determined, and the transfer time for these candidate diversion groups to move to the candidate target gate areas is determined, forming a candidate diversion plan, including: Based on the distribution of waiting passengers in the waiting diversion gate area, multiple candidate diversion groups are identified from the tail of the queue in the waiting diversion gate area, each with a different number of waiting passengers and all fewer than the number of waiting passengers in the waiting diversion gate area. Based on the distribution of waiting passengers in the candidate target gate area or the preset waiting positions, determine the target waiting position; based on the position of the waiting passenger farthest from the target waiting position in each candidate diversion group, determine the corresponding passenger transfer distance; and based on the passenger transfer distance and the preset passenger transfer speed, determine the passenger transfer time required for all members of the corresponding candidate diversion group to reach the target waiting position. The proposed diversion gate area, the candidate target gate area, each candidate diversion group and their corresponding personnel transfer time are associated to form multiple candidate diversion schemes.

7. The method for diverting passengers within the same carriage based on differences in passenger flow at the door zones, as described in claim 5, is characterized in that... The overall estimated completion time for the two gate areas corresponding to each of the candidate diversion schemes is determined using the following formula: in, This indicates the overall estimated completion time for the two gate areas corresponding to the candidate diversion plan. and These represent the estimated passage times of the queues for the gate area to be diverted and the candidate target gate area, respectively. and These represent the effective passage intervals of the gate region to be diverted and the candidate target gate region, respectively. This indicates the number of people waiting in the candidate diversion group. This indicates the transfer time of the personnel corresponding to the candidate diversion group.

8. The method for diverting passengers within the same carriage based on differences in passenger flow at the door zones, as described in claim 5, is characterized in that... According to the target diversion scheme, the corresponding ground display screen is controlled to output diversion guidance information, and the diversion guidance information is adjusted according to the updated distance sensing data, including: Based on the target diversion scheme, the gate area to be diverted, the target gate area, and the candidate diversion group are determined, and the ground display screen corresponding to the gate area to be diverted is controlled to output diversion guidance information pointing to the target gate area; Based on the updated distance sensing data, determine the actual number of responders who left the waiting detection area from the tail of the queue in the diversion gate area along the direction of the target gate area; When the actual number of responders reaches the number of people waiting in the candidate diversion group corresponding to the target diversion scheme, or when the output duration of the diversion guidance information reaches the preset guidance duration, the current round of diversion guidance will be stopped. When the actual number of responders is not zero, starting from the last person counted as an actual responder leaving the waiting detection area, after the personnel transfer time corresponding to the target diversion scheme, the estimated passage time of each gate area is re-determined based on the updated distance sensing data, and it is re-determined whether a target diversion scheme exists. If a new target traffic splitting scheme exists, the traffic splitting guidance information is updated according to the new target traffic splitting scheme; if no new target traffic splitting scheme exists, the output of the traffic splitting guidance information is stopped.

9. A passenger flow diversion and guidance system for the same carriage based on differences in passenger flow at the door area, characterized in that, The system is based on a platform ground display device, which includes multiple ground display screens arranged along the platform and distance sensing devices installed at the ground display screens. The system includes: The data acquisition unit is used to acquire distance sensing data from each available door zone in the same carriage; The time determination unit is used to determine the waiting status and passage status of each gate area based on the distance sensing data, and to determine the estimated passage time of the queue in each gate area based on the waiting status and the passage status. The scheme generation unit is used to determine the target diversion scheme for guiding some waiting passengers from one gate to another gate, based on the expected passage time of the queues in each gate area and the personnel transfer time between gate areas. The execution unit is used to control the corresponding ground display screen to output diversion guidance information according to the target diversion scheme, and to adjust the diversion guidance information according to the updated distance sensing data.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a computer, cause the computer to perform any one of claims 1-8 of the same carriage diversion guidance method based on door area passenger flow differences.

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