CN115471137A - Urban rail transit operation scheduling system capable of dynamically adjusting transport capacity - Google Patents
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Abstract
The invention discloses an urban rail transit operation scheduling system capable of dynamically adjusting transport capacity, and relates to the technical field of rail transit. The invention provides a dispatching scheme capable of flexibly adjusting passenger carrying capacity in the urban rail transit operation process, which comprises an operation train marshalling, a spare train marshalling, an operation route track, a spare route track, a platform camera, a monitoring server and a train marshalling dispatching server, and can identify and obtain the current passenger flow density in the train marshalling driving direction according to the collected field videos through the arrangement and the functional design of the operation train marshalling, if the current passenger flow density exceeds a first preset threshold value, the spare passenger carrying capacity is added to the operation train marshalling, and if the current passenger flow density is lower than a second preset threshold value, the surplus passenger carrying capacity is unloaded to the spare train marshalling, so that the passenger carrying capacity can be flexibly adjusted in the urban rail transit operation process, and the purpose of automatically allocating the passenger carrying capacity is realized.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to an urban rail transit operation scheduling system capable of dynamically adjusting transport capacity.
Background
In recent years, with the rapid development of urban rail transit, the phenomena of the increase of the number of lines, the increasing complexity of networks and the imbalance of the space-time distribution of passenger flows are increasingly highlighted. If the conventional single-route-crossing operation is adopted, the flow rate from the outside of the urban area to the inside of the urban area is greater than the flow rate from the inside of the urban area to the outside of the urban area during the peak period of work, so that the appearance that the difference of the cross section flow rates in different directions on the same operation line is too large often appears. This situation can lead to low vehicle body utilization and poor citizen traffic awareness experience.
The current commonly adopted solution is that a primary vehicle with small section flow directly unloads passengers to a platform under the condition that the primary vehicle does not reach a terminal station, and meanwhile, the primary vehicle is directly dispatched to the side with large section flow so as to supplement the transportation capacity of the side with large section flow.
However, this method has a disadvantage that the vehicle on the side of the small flow rate cannot reach the terminal, and the passenger needs to be notified temporarily to get off, which causes inconvenience to the passenger. Meanwhile, the whole marshalling is adjusted to the other side, so that the transport capacity of the side with small section flow is greatly reduced, and the transport capacity in the direction is possibly insufficient.
Disclosure of Invention
The invention aims to provide an urban rail transit operation scheduling system capable of dynamically adjusting transport capacity, which is used for solving the problem of poor transport capacity adjustment flexibility of the existing urban rail transit operation scheduling scheme.
In order to achieve the purpose, the invention adopts the following technical scheme:
in a first aspect, an urban rail transit operation scheduling system capable of dynamically adjusting capacity is provided, which comprises an operation train marshalling, a standby train marshalling, an operation route track, a standby route track, a platform camera, a monitoring server and a train marshalling scheduling server, wherein the platform camera, the monitoring server and the train marshalling scheduling server are sequentially in communication connection;
the operation route track is arranged on an urban rail transit operation route comprising an operation interval and a scheduling interval and used for the operation train marshalling operation running;
the standby route track is arranged in the dispatching interval, is in line connection with the operation route track through a turnout, and is used for stopping the standby train marshalling and enabling the standby train marshalling to run onto the operation route track through the turnout and to retreat back;
the platform camera is arranged on a passenger platform positioned on the urban rail transit operation route and is used for collecting a field video for reflecting passengers to get on and off the train when the operation train marshalls and stops the passenger platform;
the monitoring server is used for obtaining the current passenger flow density in the running direction of the operating train marshalling according to the field video identification after receiving the field video, sending first monitoring event information to the train marshalling scheduling server when finding that the current passenger flow density exceeds a first preset threshold value, and sending second monitoring event information to the train marshalling scheduling server when finding that the current passenger flow density is lower than a second preset threshold value, wherein the second preset threshold value is lower than the first preset threshold value;
the train consist scheduling server is used for automatically controlling the standby train consist to run from the standby route track to the operating route track after receiving the first monitoring event information, then transferring at least one standby passenger carriage in the standby train consist to the operating train consist as an in-use passenger carriage, and finally returning the standby train consist to the standby route track from the operating route track, and automatically controlling the standby train consist to run from the standby route track to the operating route track after receiving the second monitoring event information, then transferring at least one in the operating train consist to the standby train consist as an in-use passenger carriage, and finally returning the standby train consist to the standby route track from the operating route track.
Based on the content of the invention, a scheduling scheme capable of flexibly adjusting the passenger carrying capacity in the urban rail transit operation process is provided, namely, the scheduling scheme comprises an operation train marshalling, a spare train marshalling, an operation route track, a spare route track, a platform camera, a monitoring server and a train marshalling scheduling server, and through arrangement and function design of the operation train marshalling, the current passenger flow density in the train marshalling driving direction can be obtained according to collected field video identification, if the current passenger flow density exceeds a first preset threshold value, the spare passenger carrying capacity is added to the operation train marshalling, and if the current passenger flow density is lower than a second preset threshold value, the surplus passenger carrying capacity is unloaded to the spare train marshalling, so that the passenger carrying capacity can be flexibly adjusted in the urban rail transit operation process, and the purpose of automatically allocating the passenger carrying capacity is realized.
In one possible design, obtaining the current passenger flow density in the traveling direction of the operating train consist from the live video identification includes:
tracking each pedestrian appearing in the camera visual field by using a multi-target tracking algorithm according to the field video to obtain a pedestrian tracking result;
for each pedestrian, according to the corresponding motion trail in the pedestrian tracking result, if the corresponding motion behavior is judged to be the getting-on behavior, the corresponding pedestrian is taken as the getting-on pedestrian, and if the corresponding motion behavior is judged to be the getting-off behavior, the corresponding pedestrian is taken as the getting-off pedestrian;
calculating the current passenger flow density TD in the driving direction of the operation train formation according to the following formula:
wherein K represents the total number of stations from an initial station to a current bus station on the urban rail transit operation route, K represents a positive integer not greater than K, and L up,k Representing a total number of passengers getting on the train, L, at a k-th boarding station from the origin station and identified and counted for the operating train consist down,k Represents the total number of lower-train pedestrians identified and counted for the operating train consist at the kth bus station from the origin station.
In one possible design, the multi-target tracking algorithm adopts a depsort target tracking algorithm.
In one possible design, the depsort target tracking algorithm includes: and judging whether the tracking target leaves the field of view of the camera or not according to the corresponding current predicted position aiming at the unmatched tracking target, if so, discarding the tracking target in the next position prediction, and otherwise, still predicting the corresponding position by using a Kalman filtering method in the next position prediction.
In one possible design, for each pedestrian, according to the corresponding motion trajectory in the pedestrian tracking result, if it is determined that the corresponding motion behavior is the getting-on behavior, the corresponding pedestrian is regarded as the getting-on pedestrian, and if it is determined that the corresponding motion behavior is the getting-off behavior, the corresponding pedestrian is regarded as the getting-off pedestrian, including:
for each pedestrian, determining a corresponding pedestrian detection frame which is positioned in different video frame images according to the pedestrian tracking result;
for each pedestrian, sequentially connecting the central points of the corresponding pedestrian detection frames according to the time sequence to obtain corresponding motion tracks;
and aiming at each pedestrian, taking a vehicle door with a fixed position in the visual field of the camera as a boundary, if the direction of the corresponding motion track is from outside to inside, judging that the corresponding motion behavior is a vehicle-entering behavior, and taking the corresponding pedestrian as a vehicle-entering pedestrian, and if the direction of the corresponding motion track is from inside to outside, judging that the corresponding motion behavior is a vehicle-leaving behavior, and taking the corresponding pedestrian as a vehicle-leaving pedestrian.
In one possible design, the operating train consist comprises a first operating running locomotive, at least one passenger carriage in use and a second operating running locomotive which are sequentially connected along an operating running direction, and the standby train consist comprises a first dispatching running locomotive, at least one standby passenger carriage and a second dispatching running locomotive which are sequentially connected along an on-line running direction, wherein the on-line running direction refers to a direction in which the standby train consist runs to the operating route track through a turnout;
the first operation running locomotive, the second operation running locomotive, the first dispatching running locomotive and the second dispatching running locomotive are all provided with power devices controlled by the train formation dispatching server;
the first operation running locomotive and the in-use passenger carriage, the two adjacent in-use passenger carriages, the in-use passenger carriage and the second operation running locomotive, the first dispatching running locomotive and the standby passenger carriage, and the two adjacent standby passenger carriages and the standby passenger carriage and the second dispatching running locomotive are all connected through a coupler device controlled by the train marshalling dispatching server.
In one possible design, the passenger stations are located in the dispatch interval.
In one possible design, when the dispatching section is laid with two of the operation route rails for the operation train to make a train consist for two-way operation travel, the standby route rail is laid between the two operation route rails, and one end of the standby route rail is connected with one of the operation route rails through a turnout, and the other end of the standby route rail is connected with the other of the operation route rails through another turnout.
In a possible design, the train dispatching system further comprises a dispatching screen communicatively connected to the train consist dispatching server, wherein the dispatching screen is used for displaying the operation position monitoring result, the operation speed monitoring result and the operation state monitoring result of the operation train consist and the standby train consist.
In one possible design, a first interphone and a second interphone are further included, wherein the first interphone is arranged in a dispatching room provided with the dispatching screen, and the second interphone is arranged in the head of the operating train consist;
the first interphone is in wired communication connection with the train marshalling scheduling server, and the second interphone is in wireless communication connection with the train marshalling scheduling server.
The beneficial effect of above-mentioned scheme:
(1) The invention creatively provides a scheduling scheme capable of flexibly adjusting passenger capacity in the urban rail transit operation process, namely, the scheduling scheme comprises an operation train marshalling, a spare train marshalling, an operation route track, a spare route track, a platform camera, a monitoring server and a train marshalling scheduling server, and through the arrangement and the functional design of the operation train marshalling, the current passenger flow density in the train marshalling driving direction can be obtained according to the collected field video identification;
(2) The urban rail transit operation dispatching system has the advantages of high flexibility, bidirectional adjustment, no interruption of the running line of the existing operation vehicles, reduction of running cost and the like, and is convenient for practical application and popularization.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of an urban rail transit operation scheduling system provided in an embodiment of the present application.
Fig. 2 is a schematic train formation diagram before and after capacity adjustment according to an embodiment of the present disclosure.
In the drawings, wherein: 1-operating train marshalling; 11-a first operation driving locomotive; 12-a second operational driving locomotive; 13-passenger compartment in use; 2-formation of standby trains; 21-a first dispatch driving locomotive; 22-a second dispatch drive locomotive; 23-spare passenger carriage; 3-an operation route track; 4-spare route tracks; 5-platform camera; 6-a monitoring server; 7-train marshalling scheduling server; 8-scheduling screen; 91-a first intercom; 92-a second intercom; 100-riding station; 200-Dispatch Room.
Detailed Description
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the present invention will be briefly described below with reference to the accompanying drawings and the embodiments or the description in the prior art, it is obvious that the following description of the structure of the drawings is only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts. It should be noted that the description of the embodiments is provided to help understanding of the present invention, and the present invention is not limited thereto.
It will be understood that, although the terms first, second, etc. may be used herein to describe various objects, these objects should not be limited by these terms. These terms are only used to distinguish one object from another. For example, a first object may be referred to as a second object, and similarly, a second object may be referred to as a first object, without departing from the scope of example embodiments of the present invention.
It should be understood that, for the term "and/or" as may appear herein, it is merely an associative relationship that describes an associated object, meaning that three relationships may exist, e.g., a and/or B may mean: a exists alone, B exists alone or A and B exist at the same time; also for example, A, B and/or C, may indicate the presence of any one or any combination of A, B and C; for the term "/and" as may appear herein, which describes another associative object relationship, it means that two relationships may exist, e.g., a/and B, may mean: a exists singly or A and B exist simultaneously; in addition, with respect to the character "/" which may appear herein, it generally means that the former and latter associated objects are in an "or" relationship.
The first embodiment is as follows:
as shown in fig. 1 and 2, the urban rail transit operation scheduling system capable of dynamically adjusting capacity provided in this embodiment includes, but is not limited to, an operating train consist 1, a standby train consist 2, an operating route track 3, a standby route track 4, a platform camera 5, a monitoring server 6, and a train consist scheduling server 7, where the platform camera 5, the monitoring server 6, and the train consist scheduling server 7 are sequentially connected in communication. The operating train marshalling 1 is used for providing passenger carrying capacity for urban rail transit operation, and generally comprises a first operating running locomotive 11, at least one section of passenger carriage 13 in use and a second operating running locomotive 12 which are sequentially connected along an operating running direction, wherein the first operating running locomotive 11 and the second operating running locomotive 12 are both provided with power devices controlled by the train marshalling scheduling server 7 so as to automatically complete the actions of starting, accelerating, decelerating and/or platform stopping of the train marshalling, the whole operating train marshalling 1 is drawn to run on an urban rail transit operating route in a time-sharing and bidirectional mode, and the passenger carriage 13 in use is used for carrying passengers and is not provided with a power device. The standby train consist 2 is used for providing standby passenger carrying capacity for urban rail transit operation and temporarily buffering the excessive passenger carrying capacity, and generally comprises a first dispatching running locomotive 21, at least one standby passenger carrying carriage 23 and a second dispatching running locomotive 22 which are sequentially connected along an online running direction, wherein the online running direction refers to a direction in which the standby train consist 2 runs onto the operation route track 3 through a turnout, the first dispatching running locomotive 21 and the second dispatching running locomotive 22 are both provided with power devices controlled by the train consist dispatching server 7 so as to also draw the whole standby train consist 2 to run on the operation route track 3 and the standby route track 4 in a time-sharing and two-way manner, and the standby passenger carrying carriage 23 is also used for carrying passengers and has no power device. In addition, the operating train consist 1 and the backup train consist 2 are provided with a driver, which can be manually operated in an emergency, generally with a higher priority than an automatic control system.
The operation route track 3 is arranged on an urban rail transit operation route comprising an operation section and a dispatching section and used for the operation running of the operation train marshalling 1. The operation section is a normal running road section of the train, generally a double-lane, but can also be a single-lane. The scheduling interval is a dedicated road segment for adding/removing passenger capacity, and is generally arranged on a platform, and comprises an originating station, a destination station, a key node station and the like.
The backup route track 4 is arranged in the dispatching section, is in line connection with the operation route track 3 through a turnout, and is used for stopping the backup train consist 2, so that the backup train consist 2 can run onto the operation route track 3 through the turnout and can retreat. In order to be able to provide spare passenger capacity in both directions and temporarily buffer excess passenger capacity in both directions, it is preferable that, when the two operation route tracks 3 for time-sharing bidirectional operation travel of the operation train consist 1 are laid in the dispatch section, the spare route track 4 is laid between the two operation route tracks 3, and one end of the spare route track 4 is connected to one of the operation route tracks 3 through a turnout, and the other end of the spare route track 4 is connected to the other of the operation route tracks 3 through another turnout.
The platform camera 5 is arranged on a vehicle platform 100 on the urban rail transit operation route, and is used for collecting field videos for reflecting passengers getting on and off the train when the operation train formation 1 stops at the vehicle platform 100. As shown in fig. 1, at least one platform camera 5 is disposed at each of the two-way platforms for each driving direction, wherein the platform camera 5 can be implemented by using a conventional camera. Considering that passengers get on and off will take a certain parking time and that adding/removing the passenger capacity will also take a certain parking time, it is preferable that the passenger platform 100 is located in the dispatching zone so that adding/removing the passenger capacity can be performed while the train marshalling is stopped, reducing the waiting time of the passengers.
The monitoring server 6 is configured to obtain a current passenger flow density in a driving direction of the operating train formation 1 according to the field video identification after receiving the field video, send first monitoring event information to the train formation scheduling server 7 when finding that the current passenger flow density exceeds a first preset threshold, and send second monitoring event information to the train formation scheduling server 7 when finding that the current passenger flow density is lower than a second preset threshold, where the second preset threshold is lower than the first preset threshold. Specifically, the current passenger flow density in the traveling direction of the operating train consist 1 is obtained according to the live video recognition, which includes, but is not limited to, the following steps S11 to S13.
S11, tracking each pedestrian appearing in the visual field of the camera by using a multi-target tracking algorithm according to the field video to obtain a pedestrian tracking result.
In step S11, the multi-target tracking algorithm is used to detect pedestrian images located in the video frame images and perform video tracking on the detected pedestrians (in the tracking process, a unique pedestrian number, for example, a number of 1, 2, 3, or 4, needs to be assigned to each detected pedestrian). The multi-target tracking algorithm preferably adopts a depsort target tracking algorithm, wherein the specific process of the depsort target tracking algorithm is as follows: firstly, detecting a target boundary box bbox by using a target detector, generating detection target information detections (which is used for storing all targets detected in a current frame image) according to the target boundary box bbox, then predicting the positions of tracking target information tracks (which is used for storing all targets tracked by the previous frame image) in the current frame image by using a Kalman filtering method, then calculating cost matrixes of a tracking target and the detection target according to the Mahalanobis distance based on appearance characteristics, then successively performing cascade matching and IOU (interaction Unit) matching on the tracking target and the detection target, finally obtaining all matching pairs, unmatched tracking targets and unmatched detection targets of the current frame image, and performing position updating on each successfully matched tracking target by using the corresponding detection target, and processing the unmatched tracking target and detection target. In addition, in the depsort target tracking algorithm, the target detector, the kalman filtering method, the appearance feature, the mahalanobis distance, the cosine distance, the cost matrix, the cascade matching, and the IOU matching are all existing terms or technical features, and a person skilled in the art can routinely obtain specific process details of the depsort target tracking algorithm.
In this embodiment, it is considered that an unmatched tracking target may include an occluded target, and is not detected in the current frame image, so in the depsort target tracking algorithm, the method preferably includes: and judging whether the tracking target leaves the camera view field according to the corresponding current predicted position aiming at the unmatched tracking target (namely judging whether the tracking target still appears in the frame image according to the position relation between the current predicted position and the frame image boundary, if so, judging that the tracking target does not leave the camera view field, otherwise, judging that the tracking target leaves the camera view field), if so, discarding the tracking target in the next position prediction, otherwise, still predicting the corresponding position by using a Kalman filtering method in the next position prediction. Therefore, when the tracking target is found to be occluded (namely, when the tracking target is not matched with the detection target and the current prediction position still appears in the current frame image), the tracking target can be marked as an occluded mask, then the position in the next frame image is predicted by using the Kalman filtering method until the detection target is matched or the tracking target is found to exceed the range of the image, and further, compared with a common discarding processing method, the video tracking can be prevented from being terminated in advance due to occlusion, and the long-term continuity of the tracking can be ensured.
And S12, aiming at each pedestrian, according to the corresponding motion track in the pedestrian tracking result, if the corresponding motion behavior is judged to be the getting-on behavior, the corresponding pedestrian is used as the getting-on pedestrian, and if the corresponding motion behavior is judged to be the getting-off behavior, the corresponding pedestrian is used as the getting-off pedestrian.
S121. For each pedestrian, determining a corresponding pedestrian detection frame which is positioned in different video frame images according to the pedestrian tracking result; s122, for each pedestrian, sequentially connecting corresponding pedestrian detection frame central points according to the time sequence to obtain corresponding motion tracks; and S123, aiming at each pedestrian, taking a vehicle door with a fixed position in the visual field of the camera as a boundary, if the direction of the corresponding motion trail is from outside to inside, judging that the corresponding motion trail is a vehicle-entering behavior, taking the corresponding pedestrian as a vehicle-entering pedestrian, and if the direction of the corresponding motion trail is from inside to outside, judging that the corresponding motion trail is a vehicle-leaving behavior, and taking the corresponding pedestrian as a vehicle-leaving pedestrian.
S13, calculating the current passenger flow density TD in the running direction of the operating train formation 1 according to the following formula:
wherein K represents the total number of stations from an initial station to a current bus station on the urban rail transit operation route, K represents a positive integer not greater than K, and L up,k Indicating a total number of boarding pedestrians, L, at a kth boarding station from the origin station and identified and counted for the operating train consist down,k Represents the total number of lower-train pedestrians identified and counted for the operating train consist at the kth bus station from the origin station.
The first preset threshold is used as a basis for judging whether the current passenger carrying capacity is sufficient, and the second preset threshold is used as a basis for judging whether the current passenger carrying capacity is excessive, and can be determined according to actual operation conditions.
The train consist dispatching server 7 is configured to, upon receipt of the first monitoring event information, automatically control the backup train consist 2 to travel from the backup route track 4 onto the service route track 3, then transfer at least one backup passenger car 23 of the backup train consist 2 as an in-use passenger car 13 into the service train consist 1, and finally return the backup train consist 2 from the service route track 3 to the backup route track 4, and upon receipt of the second monitoring event information, automatically control the backup train consist 2 to travel from the backup route track 4 onto the service route track 3, then transfer at least one in-use passenger car 13 of the service train consist 1 as a backup passenger car 23 into the backup train consist 2, and finally return the backup train consist 2 from the service route track 3 to the backup route track 4. In order to automatically separate/connect the first operating traveling locomotive 11 and the in-use passenger car 13, the two adjacent in-use passenger cars 13, the in-use passenger car 13 and the second operating traveling locomotive 12, the first dispatching traveling locomotive 21 and the standby passenger car 23, and the two adjacent standby passenger cars 23 and the second dispatching traveling locomotive 22 in the aforementioned capacity adjustment process, it is preferable that the first operating traveling locomotive 11 and the in-use passenger car 13, the two adjacent in-use passenger cars 13, the in-use passenger car 13 and the second operating traveling locomotive 12, the first dispatching traveling locomotive 21 and the standby passenger car 23, the two adjacent standby passenger cars 23, and the standby passenger car 23 and the second dispatching traveling locomotive 22 are all connected by a coupler device controlled by the train formation dispatching server. In addition, after receiving the first monitoring event information, the number of the spare passenger cars 23 to be changed into the passenger cars 13 in use can be positively correlated with the difference between the current passenger flow density and the current suitable passenger flow density, that is, the larger the difference is, the more the number of cars to be changed is; after receiving the second monitoring event information, the number of the active passenger cars 13 to be converted into the spare passenger cars 23 may be positively correlated to the difference between the current suitable passenger flow density and the current passenger flow density, that is, the larger the difference is, the more cars need to be converted.
Therefore, based on the urban rail transit operation scheduling system capable of dynamically adjusting the transport capacity, a scheduling scheme capable of flexibly adjusting the transport capacity of the passenger is provided in the urban rail transit operation process, namely, the scheduling scheme comprises an operation train marshalling, a spare train marshalling, an operation line track, a spare line track, a platform camera, a monitoring server and a train marshalling scheduling server, through the arrangement and the functional design of the operation train marshalling, the current passenger flow density in the train marshalling driving direction can be obtained according to the collected field video identification, if the current passenger flow density exceeds a first preset threshold value, the spare transport capacity of the passenger is added to the operation train marshalling, and if the current passenger flow density is lower than a second preset threshold value, the surplus transport capacity of the passenger is unloaded to the spare train marshalling, the transport capacity of the passenger can be flexibly adjusted in the urban rail transit operation process, the purpose of automatically allocating the transport capacity of the passenger is achieved, and the system has the advantages of high flexibility, bidirectional adjustment, uninterrupted existing vehicle driving lines, reduced driving cost and the like, and is convenient for practical application and popularization.
Preferably, the train dispatching system further comprises a dispatching screen 8 communicatively connected to the train consist dispatching server 7, wherein the dispatching screen 8 is used for displaying the operation position monitoring result, the operation speed monitoring result, the operation state monitoring result, and the like of the operating train consist 1 and the standby train consist 2.
Preferably, a first intercom 91 and a second intercom 92 are further included, wherein the first intercom 91 is arranged in the dispatching room 200 where the dispatching screen 8 is installed, and the second intercom 92 is arranged in the head of the operating train consist 1; the first interphone 91 is connected to the train consist scheduling server 7 in a wired communication manner, and the second interphone 92 is connected to the train consist scheduling server 7 in a wireless communication manner.
In summary, the urban rail transit operation scheduling system capable of dynamically adjusting the transport capacity provided by the embodiment has the following technical effects:
(1) The embodiment provides a scheduling scheme capable of flexibly adjusting passenger capacity in the urban rail transit operation process, and the scheduling scheme comprises an operation train marshalling, a standby train marshalling, an operation route track, a standby route track, a platform camera, a monitoring server and a train marshalling scheduling server, and through arrangement and functional design of the operation train marshalling, current passenger flow density in the train marshalling driving direction can be obtained according to collected field video identification;
(2) The urban rail transit operation dispatching system has the advantages of high flexibility, bidirectional adjustment, no interruption of the running route of the existing operation vehicles, reduction of the running cost and the like, and is convenient for practical application and popularization.
Finally, it should be noted that: the above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An urban rail transit operation scheduling system capable of dynamically adjusting capacity is characterized by comprising an operation train marshalling (1), a spare train marshalling (2), an operation route track (3), a spare route track (4), a platform camera (5), a monitoring server (6) and a train marshalling scheduling server (7), wherein the platform camera (5), the monitoring server (6) and the train marshalling scheduling server (7) are sequentially in communication connection;
the operation route track (3) is arranged on an urban rail transit operation route comprising an operation interval and a scheduling interval and is used for the operation running of the operation train marshalling (1);
the standby route track (4) is arranged in the dispatching interval, is in line connection with the operating route track (3) through a turnout, is used for stopping the standby train consist (2), and enables the standby train consist (2) to run onto the operating route track (3) through the turnout and to retreat back;
the platform camera (5) is arranged on a train platform (100) on the urban rail transit operation route and is used for collecting field videos for reflecting passengers to get on and off the train when the operation train marshalling (1) stops at the train platform (100);
the monitoring server (6) is configured to obtain a current passenger flow density in a driving direction of the operating train formation (1) according to the on-site video identification after receiving the on-site video, send first monitoring event information to the train formation scheduling server (7) when finding that the current passenger flow density exceeds a first preset threshold, and send second monitoring event information to the train formation scheduling server (7) when finding that the current passenger flow density is lower than a second preset threshold, where the second preset threshold is lower than the first preset threshold;
the train consist dispatching server (7) for automatically controlling the backup train consist (2) to travel from the backup route track (4) onto the service route track (3) after receiving the first monitoring event information, then transferring at least one backup passenger car (23) of the backup train consist (2) as an active passenger car (13) into the service train consist (1), and finally returning the backup train consist (2) from the service route track (3) to the backup route track (4), and for automatically controlling the backup train consist (2) to travel from the backup route track (4) onto the service route track (3) after receiving the second monitoring event information, then transferring at least one active passenger car (13) of the service train consist (1) as a backup passenger car (23) into the backup train consist (2), and finally returning the backup train consist (2) from the backup service route track (3) to the service route track (4).
2. The urban rail transit operation dispatching system according to claim 1, wherein obtaining the current passenger flow density in the driving direction of the operation train consist (1) according to the live video identification comprises:
tracking each pedestrian appearing in the camera visual field by using a multi-target tracking algorithm according to the field video to obtain a pedestrian tracking result;
for each pedestrian, according to the corresponding motion trail in the pedestrian tracking result, if the corresponding motion behavior is judged to be the getting-on behavior, the corresponding pedestrian is taken as the getting-on pedestrian, and if the corresponding motion behavior is judged to be the getting-off behavior, the corresponding pedestrian is taken as the getting-off pedestrian;
calculating the current passenger flow density TD in the driving direction of the operation train formation (1) according to the following formula:
wherein K represents the total number of stations from an initial station to a current bus station on the urban rail transit operation route, K represents a positive integer not greater than K, and L up,k Representing a total number of passengers getting on the train, L, at a k-th boarding station from the origin station and identified and counted for the operating train consist down,k Represents the total number of lower-train pedestrians identified and counted for the operating train consist at the kth bus station from the origin station.
3. The urban rail transit operation scheduling system of claim 2, wherein the multi-target tracking algorithm employs a depsort target tracking algorithm.
4. The urban rail transit operation dispatching system of claim 3, wherein the depsort target tracking algorithm comprises: and judging whether the unmatched tracking target leaves the visual field of the camera according to the corresponding current predicted position, if so, discarding the tracking target in the next position prediction, and otherwise, still predicting the corresponding position by using a Kalman filtering method in the next position prediction.
5. The urban rail transit operation scheduling system according to claim 2, wherein, for each pedestrian, according to a corresponding motion trajectory in the pedestrian tracking result, if it is determined that the corresponding motion behavior is an entering behavior, the corresponding pedestrian is regarded as an entering pedestrian, and if it is determined that the corresponding motion behavior is an exiting behavior, the corresponding pedestrian is regarded as an exiting pedestrian, including:
for each pedestrian, determining a corresponding pedestrian detection frame which is positioned in different video frame images according to the pedestrian tracking result;
for each pedestrian, sequentially connecting the central points of the corresponding pedestrian detection frames according to the time sequence to obtain corresponding motion tracks;
and aiming at each pedestrian, taking a vehicle door with a fixed position in the visual field of the camera as a boundary, if the direction of the corresponding motion trail is from outside to inside, judging that the corresponding motion trail is a getting-on behavior, and taking the corresponding pedestrian as a getting-on pedestrian, and if the direction of the corresponding motion trail is from inside to outside, judging that the corresponding motion trail is a getting-off behavior, and taking the corresponding pedestrian as a getting-off pedestrian.
6. The urban rail transit operation dispatching system according to claim 1, wherein the operation train marshalling (1) comprises a first operation running locomotive (11), at least one section of passenger carriage (13) in use and a second operation running locomotive (12) which are sequentially connected along an operation running direction, and the standby train marshalling (2) comprises a first dispatching running locomotive (21), at least one section of standby passenger carriage (23) and a second dispatching running locomotive (22) which are sequentially connected along an online running direction, wherein the online running direction is a direction in which the standby train marshalling (2) runs onto the operation route rail (3) through a turnout;
the first operation running headstock (11), the second operation running headstock (12), the first dispatching running headstock (21) and the second dispatching running headstock (22) are all provided with power devices controlled by the train marshalling dispatching server (7);
the first operation running headstock (11) and the current passenger carriage (13), two adjacent current passenger carriages (13), the current passenger carriage (13) and the second operation running headstock (12), the first dispatching running headstock (21) and the standby passenger carriage (23), two adjacent standby passenger carriages (23) and the standby passenger carriage (23) and the second dispatching running headstock (22) are connected through a coupler device controlled by the train marshalling dispatching server.
7. The urban rail transit operation dispatching system according to claim 1, wherein the passenger platform (100) is located in the dispatching interval.
8. The urban rail transit operation dispatching system according to claim 1, wherein, when the dispatching area is laid with two of the operation route rails (3) for time-sharing bidirectional operation travel of the operation train consist (1), the alternate route rail (4) is laid between the two operation route rails (3), and one end of the alternate route rail (4) is line-connected to one of the operation route rails (3) through a turnout, and the other end of the alternate route rail (4) is line-connected to the other of the operation route rails (3) through another turnout.
9. The urban rail transit operation scheduling system according to claim 1, further comprising a scheduling screen (8) communicatively connected to the train consist scheduling server (7), wherein the scheduling screen (8) is configured to display an operation position monitoring result, an operation speed monitoring result, and an operation status monitoring result of the operation train consist (1) and the standby train consist (2).
10. The urban rail transit operation dispatching system of claim 9, further comprising a first interphone (91) and a second interphone (92), wherein the first interphone (91) is arranged in a dispatching room (200) provided with the dispatching screen (8), and the second interphone (92) is arranged in a head of the operation train consist (1);
the first interphone (91) is connected with the train formation dispatching server (7) in a wired communication mode, and the second interphone (92) is connected with the train formation dispatching server (7) in a wireless communication mode.
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Application publication date: 20221213 |