CN116502948B - Method and device for measuring passenger flow conveying capacity of facilities in station - Google Patents

Method and device for measuring passenger flow conveying capacity of facilities in station Download PDF

Info

Publication number
CN116502948B
CN116502948B CN202310453354.0A CN202310453354A CN116502948B CN 116502948 B CN116502948 B CN 116502948B CN 202310453354 A CN202310453354 A CN 202310453354A CN 116502948 B CN116502948 B CN 116502948B
Authority
CN
China
Prior art keywords
average
time
passenger flow
target
walking
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202310453354.0A
Other languages
Chinese (zh)
Other versions
CN116502948A (en
Inventor
李晓霞
朱卫国
刘迁
贺腊妮
龚杰
李鑫
赵志明
孙芳芳
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
China Metro Engineering Consulting Corp
Original Assignee
China Metro Engineering Consulting Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by China Metro Engineering Consulting Corp filed Critical China Metro Engineering Consulting Corp
Priority to CN202310453354.0A priority Critical patent/CN116502948B/en
Publication of CN116502948A publication Critical patent/CN116502948A/en
Application granted granted Critical
Publication of CN116502948B publication Critical patent/CN116502948B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0639—Performance analysis of employees; Performance analysis of enterprise or organisation operations
    • G06Q10/06393—Score-carding, benchmarking or key performance indicator [KPI] analysis
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/18—Complex mathematical operations for evaluating statistical data, e.g. average values, frequency distributions, probability functions, regression analysis
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/13—Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/25—Design optimisation, verification or simulation using particle-based methods
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/04—Constraint-based CAD
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/12—Timing analysis or timing optimisation

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Business, Economics & Management (AREA)
  • General Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Human Resources & Organizations (AREA)
  • Geometry (AREA)
  • Mathematical Analysis (AREA)
  • Strategic Management (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Optimization (AREA)
  • General Engineering & Computer Science (AREA)
  • Economics (AREA)
  • Pure & Applied Mathematics (AREA)
  • Computer Hardware Design (AREA)
  • Data Mining & Analysis (AREA)
  • Operations Research (AREA)
  • Entrepreneurship & Innovation (AREA)
  • Evolutionary Computation (AREA)
  • Tourism & Hospitality (AREA)
  • Mathematical Physics (AREA)
  • Development Economics (AREA)
  • Educational Administration (AREA)
  • General Business, Economics & Management (AREA)
  • Marketing (AREA)
  • Structural Engineering (AREA)
  • Algebra (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Bioinformatics & Cheminformatics (AREA)
  • Bioinformatics & Computational Biology (AREA)
  • Architecture (AREA)
  • Evolutionary Biology (AREA)
  • Probability & Statistics with Applications (AREA)
  • Game Theory and Decision Science (AREA)
  • Quality & Reliability (AREA)
  • Databases & Information Systems (AREA)
  • Software Systems (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)

Abstract

The application provides a method and a device for measuring passenger flow conveying capacity of facilities in a station, wherein the method comprises the following steps: respectively acquiring average walking time of the target passenger flow in a free flow state in the target traffic building and average consumed time of actual walking in the target traffic building; calculating to obtain the average delay time of the target passenger flow in the target traffic building based on the average walking time and the average consumed time; and outputting a conveying capability evaluation result aiming at passenger flow conveying facilities in the target traffic building according to the calculated average delay time. Therefore, the concept of average delay time is introduced, so that the difference between the actual conveying capacity of each passenger flow conveying facility in the target traffic building for the target passenger flow and the conveying capacity of the theoretical design in the dynamic scene can be reflected more truly, and the accuracy of the output conveying capacity assessment result is improved.

Description

Method and device for measuring passenger flow conveying capacity of facilities in station
Technical Field
The application relates to the technical field of traffic design, in particular to a method and a device for measuring passenger flow conveying capacity of facilities in a station.
Background
In traffic buildings having passenger flow transportation properties such as subway stations and terminal buildings, passenger flow transportation facilities such as escalators, straight ladders, ascending/descending stairs and the like are generally deployed on passenger traffic paths to improve passenger traffic efficiency.
In the prior art, the passenger flow transportation capability of the passenger flow transportation facility included in the traffic building is generally evaluated based on the average walking time consumed by the passengers in the traffic building to finish the actions such as outbound, inbound or transfer under the barrier-free flow condition. However, in the actual travel process, the time of getting off the passengers is uniform, at this time, since a large number of passengers are easily formed to queue up and crowd at the stairway/escalator by centralized getting off, the passengers cannot completely move according to the ideal free-flow state (i.e. no extra consumption of travel time caused by any objective factors occurs), and therefore, the static evaluation method adopted in the prior art cannot accurately reflect the actual walking time of the passengers passing through the passenger transportation facility in the traffic building, and thus, the evaluation result of the passenger transportation capability of the passenger transportation facility is inaccurate.
Disclosure of Invention
In view of this, the present application aims to provide a method and an apparatus for measuring the passenger flow conveying capability of facilities in a station, so as to more truly reflect the difference between the actual conveying capability of each passenger flow conveying type facility in a target traffic building for the target passenger flow and the theoretically designed conveying capability under a dynamic scene by introducing the concept of average delay time, thereby improving the accuracy of the output conveying capability evaluation result.
In order to make the above objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.
In a first aspect, embodiments of the present application provide a method of measuring a passenger flow capacity of an in-station facility, the method comprising:
respectively obtaining average walking time of a target passenger flow in a free flow state in a target traffic building and average consumed time of actual walking in the target traffic building; wherein the target passenger flow at least comprises: inbound and outbound traffic;
calculating the average delay time of the target passenger flow in the target traffic building based on the average walking time and the average consumed time; the average stagnation time representation is based on average travelling time which is additionally consumed by the target passenger flow in the target traffic building and occurs on the phenomenon of passenger flow congestion;
And outputting a conveying capacity evaluation result aiming at passenger flow conveying facilities in the target traffic building according to the average delay time obtained through calculation.
In a second aspect, embodiments of the present application provide an apparatus for measuring a passenger flow capacity of an in-station facility, the apparatus comprising:
the acquisition module is used for respectively acquiring the average walking time of the target passenger flow in the free flow state in the target traffic building and the average consumed time for actually walking in the target traffic building; wherein the target passenger flow at least comprises: inbound and outbound traffic;
the calculation module is used for calculating the average delay time of the target passenger flow in the target traffic building based on the average walking time and the average consumed time; the average stagnation time representation is based on average travelling time which is additionally consumed by the target passenger flow in the target traffic building and occurs on the phenomenon of passenger flow congestion;
and the output module is used for outputting a conveying capability evaluation result aiming at passenger flow conveying facilities in the target traffic building according to the average delay time obtained through calculation.
In a third aspect, an embodiment of the present application provides a computer device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor implements the steps of the method for measuring the passenger flow conveying capacity of a facility in a station described above when the processor executes the computer program.
In a fourth aspect, embodiments of the present application provide a computer readable storage medium having a computer program stored thereon, which when executed by a processor performs the steps of the method for measuring the passenger flow conveying capacity of an in-station facility described above.
The technical scheme provided by the embodiment of the application can comprise the following beneficial effects:
the method and the device for measuring the passenger flow conveying capacity of the facilities in the station respectively acquire average walking time of the target passenger flow in a free flow state in the target traffic building and average consumed time of actual walking in the target traffic building; calculating to obtain the average delay time of the target passenger flow in the target traffic building based on the average walking time and the average consumed time; and outputting a conveying capability evaluation result aiming at passenger flow conveying facilities in the target traffic building according to the calculated average delay time. Therefore, the concept of average delay time is introduced, so that the difference between the actual conveying capacity of each passenger flow conveying facility in the target traffic building for the target passenger flow and the conveying capacity of the theoretical design in the dynamic scene can be reflected more truly, and the accuracy of the output conveying capacity assessment result is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered limiting the scope, and that other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for measuring the traffic capacity of an in-station facility according to an embodiment of the present application;
fig. 2a is a flowchart illustrating a method for respectively obtaining an average walking time and an average consumed time of a target passenger flow according to an embodiment of the present application;
FIG. 2b is a schematic structural diagram of a simulation model of a target traffic architecture according to an embodiment of the present disclosure;
FIG. 3a is a schematic diagram of a travel path of incoming passenger flow within a target traffic structure according to an embodiment of the present application;
FIG. 3b illustrates a schematic diagram of a travel path of outbound passenger flow within a target traffic building provided by an embodiment of the present application;
FIG. 3c illustrates a schematic diagram of a travel path of transfer traffic within a target traffic structure provided by an embodiment of the present application;
FIG. 4 is a schematic structural diagram of an apparatus for measuring passenger flow conveying capacity of an in-station facility according to an embodiment of the present application;
fig. 5 is a schematic structural diagram of an electronic device 500 according to an embodiment of the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it should be understood that the accompanying drawings in the present application are only for the purpose of illustration and description, and are not intended to limit the protection scope of the present application. In addition, it should be understood that the schematic drawings are not drawn to scale. A flowchart, as used in this application, illustrates operations implemented according to some embodiments of the present application. It should be understood that the operations of the flow diagrams may be implemented out of order and that steps without logical context may be performed in reverse order or concurrently. Moreover, one or more other operations may be added to the flow diagrams and one or more operations may be removed from the flow diagrams as directed by those skilled in the art.
In addition, the described embodiments are only some, but not all, of the embodiments of the present application. The components of the embodiments of the present application, which are generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, as provided in the accompanying drawings, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, are intended to be within the scope of the present application.
It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the presence of the features stated hereinafter, but not to exclude the addition of other features.
In the prior art, the passenger flow transportation capability of the passenger flow transportation facility included in the traffic building is generally evaluated based on the average walking time consumed by the passengers in the traffic building to finish the actions such as outbound, inbound or transfer under the barrier-free flow condition. However, in the actual travel process, the time of getting off the passengers is uniform, at this time, since a large number of passengers are easily formed to queue up and crowd at the stairway/escalator by centralized getting off, the passengers cannot completely move according to the ideal free-flow state (i.e. no extra consumption of travel time caused by any objective factors occurs), and therefore, the static evaluation method adopted in the prior art cannot accurately reflect the actual walking time of the passengers passing through the passenger transportation facility in the traffic building, and thus, the evaluation result of the passenger transportation capability of the passenger transportation facility is inaccurate.
Based on the above, the embodiment of the application provides a method and a device for measuring the passenger flow conveying capacity of facilities in a station, so that the difference between the actual conveying capacity of each passenger flow conveying type facility in a target traffic building for the target passenger flow and the theoretically designed conveying capacity in a dynamic scene is reflected more truly by introducing the concept of average delay time, and therefore the accuracy of the output conveying capacity evaluation result is improved.
It should be noted that, the method for measuring the passenger flow conveying capacity of the in-station facility provided by the embodiment of the application is applicable to a device for measuring the passenger flow conveying capacity of the in-station facility, and the device can be integrated in a computer device.
Specifically, the above-mentioned computer device may be a terminal device, for example: a mobile phone, a tablet computer, a notebook computer, a desktop computer, etc.; the computer device may be a server, which may be an independent physical server, a server cluster or a distributed system formed by a plurality of physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network ), and big data and artificial intelligence platforms, but is not limited thereto.
For the sake of understanding the embodiments of the present application, a method and an apparatus for measuring the passenger flow conveying capacity of a facility in a station according to the embodiments of the present application are described in detail below.
Referring to fig. 1, fig. 1 is a flow chart illustrating a method for measuring passenger flow conveying capacity of an in-station facility according to an embodiment of the present application, where the method includes steps S101-S103; specific:
S101, respectively acquiring average walking time of the target passenger flow in a free flow state in the target traffic building and average consumed time of actual walking in the target traffic building.
Here, the target traffic building characterizes a traffic building having a passenger flow transportation property, for example, the target traffic building may be a subway station involved in urban travel, a high-speed rail/railway station involved in cross-provincial travel, or an aircraft terminal building involved in long-distance travel, or the like; the embodiments of the present application are not limited in any way to the specific architecture described above for the characterization of the target traffic architecture.
Here, the target traffic structure has a traffic transportation property, that is, there is at least a traffic that is entered by walking and a traffic that is exited by walking in the target traffic structure, and therefore, the target traffic includes at least: incoming traffic (i.e., traffic walking into the target traffic structure) and outgoing traffic (i.e., traffic walking out of the target traffic structure).
It should be noted that, taking the target traffic building as a subway station as an example, based on that a part of subway stations belong to a transfer station (i.e. passengers in the subway station can transfer subways of different routes), the target traffic may include transfer traffic (i.e. traffic transferred in the target traffic building) in addition to inbound traffic and outbound traffic; the embodiment of the present application is not limited in any way as to the specific passenger flow type to which the target passenger flow belongs.
Specifically, in the embodiment of the present application, the free flow state is used to represent that each passenger in the target passenger flow can move according to the respective walking path (for example, the walking path corresponding to the passenger in the incoming passenger flow is the incoming path, and the walking path corresponding to the passenger in the transfer passenger flow is the transfer path) under the condition of no blocking free passage (i.e., no queuing or congestion phenomenon occurs); at this time, the average time consumed for the acquired target passenger flow to move from the start point of the travel path to the end point of the travel path in the free-flow state is the average travel time.
Specifically, in this embodiment of the present application, taking the case that the target traffic building is a subway station as an example, since in the actual traveling process, passengers get on and off in a concentrated manner, and the subway traveling generally has characteristics such as a peak (for example, a peak phenomenon easily occurs in the commute time), the passenger cannot satisfy the constraint condition of the free flow state when actually traveling in the target traffic building, and at this time, unlike the average traveling time, the average elapsed time is used to represent the average time consumed by the target passenger flow moving from the start point of the traveling path to the end point of the traveling path when actually traveling in the target traffic building (i.e., without the free flow state as the constraint condition).
It should be noted that, for the target passenger flows of different passenger flow types, the corresponding travel paths of the target passenger flows when traveling in the target traffic building are different, so that when the average travel time and the average time consumption are obtained, the specific travel path selected can be determined according to the passenger flow type to which the target passenger flow belongs (for example, if the target passenger flow is an inbound passenger flow, the average travel time and the average time consumption can be obtained according to the inbound path, and if the target passenger flow is a transfer passenger flow, the average travel time and the average time consumption can be obtained according to the transfer path); the embodiments of the present application are not limited in any way as to the particular travel path selected.
S102, calculating the average delay time of the target passenger flow in the target traffic building based on the average walking time and the average consumed time.
Here, the average lag time characterization is based on the occurrence of the traffic jam phenomenon, so that the average travel time of the target traffic additionally consumed in the target traffic building, that is, the average lag time may be used to characterize the difference between the actual conveying capacity of the traffic conveying facilities in the target traffic building for the target traffic in the dynamic scene (that is, the above average consumed time for the target traffic to actually travel in the non-free traffic state) and the conveying capacity of the theoretical design (that is, the average travel time of the target traffic in the free traffic state).
Specifically, for the target travel path corresponding to the target passenger flow in the target traffic building, if the average travel time and the average elapsed time are obtained by obtaining the entire target travel path, the difference between the average elapsed time and the average travel time may be directly calculated, and the calculated difference may be used as the average delay time.
Specifically, for a target traveling path corresponding to a target passenger flow in a target traffic building, based on passenger flow conveying facilities such as an escalator, a stairway, a straight ladder and the like possibly included in the target traveling path, at this time, as an optional embodiment, the target traveling path may be further segmented according to the specific passenger flow conveying facilities included in the target traveling path, and the target traveling path is divided into: a walking path through which passengers can travel straight and a path through which passengers pass through the above-described passenger flow conveyance-type facility (e.g., a path through which passengers travel on stairs or a path through which passengers travel up/down an escalator, etc.); on the basis, if the average walking time and the average consumed time are obtained in a sectional manner for each sectional path on the segmented target walking path, the time difference between the average walking time and the average consumed time on each sectional path may be calculated first, and then the obtained time differences on each sectional path may be summed up, so as to obtain the average delay time of the target passenger flow in the target traffic building.
It should be noted that, based on the two alternative embodiments, the average walking time, the average elapsed time, and the average delay time are specifically obtained and calculated based on the entire target walking path, or calculated based on the segmented target walking path, which is not limited in any way.
And S103, outputting a conveying capability evaluation result aiming at passenger flow conveying facilities in the target traffic building according to the calculated average delay time.
It should be noted that the above passenger flow transportation facilities include, but are not limited to: escalator, stairway, straight ladder, underground passage (including outbound passage, inbound passage, transfer passage, etc.), various conveying facilities (e.g., escalator, stairway, etc. located in the underground passage) contained in the underground passage, etc.; the specific type of the facilities and the number of the facilities of the passenger flow transportation type can be determined according to the physical building condition/the existing design scheme of the target traffic building, and the embodiment of the application is not limited in any way.
Here, in the implementation process, specific values based on the average delay time obtained by calculation may be different, and the conveying capability evaluation results actually output in the embodiment of the present application may be at least classified into the following three types, specifically:
The type 1 is based on the average delay time as the average delay time corresponding to the whole target passenger flow, so that when the calculated average delay time is overlarge (exceeds a preset time threshold), the problem that the number of passenger flow conveying facilities contained in the current target traffic building facilities is insufficient can be determined, wherein the insufficient number specifically means that the current passenger flow conveying facilities are insufficient to meet the passenger flow conveying requirements of the target traffic building on the target passenger flow in daily practical operation.
At this time, in the case of the above-described type 1, the above-described step S103 may be performed in the following manner of step a1, specifically:
and a1, outputting a first conveying capacity evaluation result when the average delay time is higher than a first time threshold.
Here, the above-described first conveyance ability evaluation result is used to characterize an insufficient number of facilities of the passenger flow conveyance type in the target traffic building.
It should be noted that, the first conveying capability evaluation result may be output in a text information form or may be output in a graphics-text combination form, and the specific output form of the first conveying capability evaluation result is not limited in any way.
It should be noted that, the specific value of the first time threshold may be determined according to an actual passenger flow conveying requirement, and the embodiment of the present application is not limited in any way.
When the average delay time of only part of passengers in the target passenger flow is too large (exceeds a preset time threshold value), the average delay time of all the passengers is not too large, so that the number of facilities of passenger flow conveying facilities contained in the current target traffic building facilities can be determined to basically meet the actual passenger flow conveying requirements, but the problem of uneven distribution exists in part/all of passenger flow conveying facilities, and unbalance occurs to passenger flow conveying of part of passengers.
At this time, in the case of the above-described type 2, the above-described step S103 may be performed in the following manner of steps b1-b2, specifically:
and b1, determining the average delay time of the passengers corresponding to each passenger in the target passenger flow according to the calculated average delay time.
The average time delay corresponding to the target passenger flow corresponds to an average value of average time delay of each passenger in the target passenger flow, and based on the average time delay, average walking time and average time consumption corresponding to each passenger in the target passenger flow can be obtained respectively in the process of obtaining the average time delay, so that average time delay of each passenger in the target passenger flow can be obtained.
And b2, outputting a second conveying capacity evaluation result when the number of passengers with the average passenger delay time higher than a second time threshold is smaller than or equal to a first preset number threshold.
Here, the second transportation capability assessment result is used to characterize a non-uniform facility distribution of passenger flow transportation-like facilities within the target traffic building.
It should be noted that, the average passenger delay time is higher than the second time threshold, which is also used to indicate that the average passenger delay time corresponding to the passenger is too large, that is, the specific value of the second time threshold may be determined according to the actual passenger flow conveying requirement, the second time threshold may be the same as the first time threshold or may be different from the first time threshold, and the specific value of the second time threshold is not limited in any way.
It should be noted that, when the specific value of the first preset number threshold is smaller than the total number of passengers included in the target passenger flow, that is, the number of passengers whose average delay time is higher than the second time threshold belongs to some passengers but not all passengers in the target passenger flow, the second conveying capability evaluation result is output instead of the first conveying capability evaluation result.
Type 3 when the number of passenger flow conveying facilities contained in the target traffic building is sufficiently large (i.e. theoretically the passenger flow conveying capacity of the passenger flow conveying facilities should be enough to meet the passenger flow conveying requirement of the target passenger flow), if the average delay time is still too large, then the bottleneck facilities or the passenger flow cross-congestion points in the target traffic building can be determined.
At this time, in the case of the above-described type 3, the above-described step S103 may be performed in the following manner of step c1, specifically:
and c1, outputting a third conveying capacity evaluation result when the average delay time is higher than the first time threshold and the facility number of the passenger flow conveying facilities contained in the target traffic building is greater than or equal to a target number threshold.
Here, the third conveying capability evaluation result is used for representing that bottleneck facilities or passenger flow cross congestion points exist in the target traffic building.
Specifically, the bottleneck facility refers to a device or a component that limits the performance of the whole system in one system, and in this case, in the embodiment of the present application, the bottleneck facility is a specific facility that limits the passenger flow conveying capability of the whole target traffic building for the target passenger flow in the passenger flow conveying facility; the cross-traffic congestion points represent areas which are easy to cause cross-traffic congestion of different types of target passenger flows in the target traffic buildings.
The following takes the example that the target traffic building belongs to a subway station as an example, and the specific implementation process of the steps in the embodiment of the application is described in detail:
for the specific implementation process of the above step S101, in this embodiment of the present application, as an optional embodiment, passenger flow data (where, transfer time data of different people in the target traffic building is collected, and collected crowd samples need to consider all path following times of different starting points and different feature people under different passenger flow conditions and reach a trusted collection sample number) in a certain time in the target traffic building may be collected through a video monitoring device installed in the target traffic building based on an actual measurement manner, and then, by performing a classification statistical manner on the obtained passenger flow data, the average walking time and the average consumed time corresponding to the target passenger flows (i.e., inbound passenger flows, outbound passenger flows, transfer passenger flows, etc.) of different passenger flow types are respectively obtained.
For the specific implementation process of the step S101, in this embodiment of the present application, as another alternative embodiment, the target passenger flow input in the simulation model may be simulated by using a passenger flow simulation method based on the simulation model of the target traffic building, so that based on the passenger flow simulation result, the average walking time of the target passenger flow in the free flow state in the target traffic building and the average consumed time consumed by actually walking in the target traffic building are respectively output and obtained.
In the above-mentioned alternative embodiment, referring to fig. 2a, fig. 2a is a flowchart illustrating a method for respectively obtaining an average walking time and an average elapsed time of a target passenger flow according to an embodiment of the present application, where, when executing step S101, the method includes steps S201 to S203; specific:
s201, determining a corresponding walking path of the target passenger flow in the current passenger flow simulation according to the passenger flow type of the target passenger flow in a pre-constructed simulation model of the target traffic building.
Here, a simulation model of the target traffic architecture may be pre-built in the passenger flow simulation software, and then, for the target passenger flows (e.g., inbound passenger flow, outbound passenger flow, transfer passenger flow, etc.) of different passenger flow types, the corresponding walking path of each target passenger flow in the current passenger flow simulation is determined respectively.
Specifically, when the target passenger flow is the incoming passenger flow, in the simulation model of the target traffic building, the walking path corresponding to the incoming passenger flow in the current passenger flow simulation can be determined as follows: from the entrance (i.e., the path start point) to the upper door of the upper lane (i.e., the path end point).
Specifically, when the target passenger flow is the outbound passenger flow, in the simulation model of the target traffic building, the walking path corresponding to the outbound passenger flow in the current passenger flow simulation can be determined as follows: from the lower door of the lower lane (i.e., the path start point) to the outbound (i.e., the path end point).
Specifically, when the target passenger flow is the transfer passenger flow, in the simulation model of the target traffic building, the corresponding travelling path of the transfer passenger flow in the current passenger flow simulation can be determined as follows: from the lower door of the present route start point (i.e., the route start point) to the upper door of the transfer route end point (i.e., the route end point).
Taking a transfer station in which the target traffic architecture is a subway No. 1 and a subway No. 2 as an example, fig. 2b shows a schematic structural diagram of a simulation model of the target traffic architecture according to an embodiment of the present application, as shown in fig. 2b, a main body of the transfer station (i.e., the target traffic architecture) may be divided into a subway No. 1 station at which the subway No. 1 stops, a subway No. 2 station at which the subway No. 2 stops, and three stations connecting the subway No. 1 station and the subway No. 2 station; the passenger flow conveying facilities such as a plurality of escalators/stairs are respectively arranged between the number 1 wire platform and the platform and between the station hall and the number 2 wire platform so as to convey passengers between the platform and the station hall; at this time, taking the example that the target passenger flow is the transfer passenger flow from the subway No. 1 to the subway No. 2, the travel path corresponding to the target passenger flow in the current passenger flow simulation is: taking the subway lower door of the No. 1 line platform as a path starting point, walking to the subway upper door (namely a path end point) of the No. 2 line platform through a hall.
S202, taking the first guest flow value as the guest flow value of the target guest flow, carrying out guest flow simulation on the target guest flow according to the determined walking path, and outputting to obtain the average walking time of the target guest flow in the free flow state in the target traffic building.
Here, the specific value of the first guest flow value may be determined according to the maximum guest flow value allowed to be input to ensure that the target guest flow can move in the free flow state, that is, the specific value of the first guest flow value only needs to ensure that the target guest flow can move in the free flow state, and the embodiment of the present application is not limited in any way.
And S203, taking the second passenger flow value as the passenger flow value of the target passenger flow, carrying out passenger flow simulation on the target passenger flow according to the determined walking path, and outputting to obtain the average consumed time of the target passenger flow actually walking in the target traffic building.
Here, the second traffic flow value is greater than the first traffic flow value, that is, the specific value of the second traffic flow value needs to ensure that the target traffic flow cannot move in a free flow state, and at this time, when the second traffic flow value is used as the traffic flow value of the target traffic flow to perform traffic flow simulation, phenomena such as traffic flow congestion, centralized queuing and the like, which may occur in the target traffic flow in the target traffic building in the actual traveling process, can be restored through the traffic flow simulation, and then average consumed time consumed by the target traffic flow actually traveling in the target traffic building is output and obtained.
Based on the simulation method shown in the above steps S201 to S203, the calculation method of the average delay time in the above step S102 is described below according to the target passenger flows of different passenger flow types:
1. when the target passenger flow is the incoming passenger flow, referring to fig. 3a, fig. 3a shows a schematic diagram of a walking path of the incoming passenger flow in the target traffic building according to the embodiment of the present application, wherein the completion of the incoming action based on the incoming passenger flow involves two links of "security check by security check device" and "ticket check by incoming gate", that is, two facilities including security check device 301 and incoming gate 302 are included on the walking path of the incoming passenger flow.
At this time, as shown in fig. 3a, the average walking time and the average consumed time corresponding to the incoming passenger flow may be output by using the first passenger flow value and the second passenger flow value as passenger flow values of the incoming passenger flow (i.e., the target passenger flow is the incoming passenger flow), respectively, through a passenger flow simulation method, including:
(1) Average walk time T at the entrance passenger flow passing security check device 301 f1 Average time-consuming T 1 。
(2) Average walk-in time T at which inbound passenger flow passes through inbound gate 302 f2 Average time-consuming T 2 。
Specifically, when the target passenger flow is the incoming passenger flow, the average walking time T is obtained f1 Average time consumption T 1 Average walking time T f2 Average time-consuming T 2 When executing the step S102, the average delay time T of the incoming passenger flow in the target traffic building can be calculated according to the following steps d1-d3 d advance ：
And d1, calculating a difference value between the average consumed time of the target passenger flow passing through the security inspection equipment and the average walking time to obtain the first arrival average delay time.
Here, when the target passenger flow is the incoming passenger flow, the first incoming average delay time T may be calculated according to the following formula d1 ：
T d1 ＝T 1 -T f1 ；
Wherein T is f1 Is the average walk time for incoming passenger flow to pass through the security check device 301;
T 1 is the average time spent by the incoming passenger flow through the security check device 301.
And d2, calculating the difference value between the average consumed time of the target passenger flow passing through the arrival gate and the average walking time to obtain the second arrival average delay time.
Here, when the target passenger flow is the incoming passenger flow, the second incoming average delay time T may be calculated according to the following formula d2 ：
T d2 ＝T 2 -T f2 ；
Wherein T is f2 Is the average walking time of the inbound traffic through the inbound gate 302;
T 2 Is the average time spent by the inbound traffic passing through the inbound gate 302.
And d3, calculating the sum value of the first arrival average lag time and the second arrival average lag time to obtain the average lag time of the arrival passenger flow in the target traffic building.
Here, when the target passenger flow is the inbound passenger flowThe average delay time T of the incoming passenger flow in the target traffic building can be calculated according to the following formula d advance ：
T d advance ＝T d1 +T d2 ；
Wherein T is d1 Is the first incoming average lag time;
T d2 is the second inbound average lag time.
2. When the target traffic is the outbound traffic, referring to fig. 3b, fig. 3b shows a schematic diagram of a travel path of the outbound traffic in the target traffic building according to the embodiment of the present application, where three links of "get off", "walk from the platform to the living room", and "check ticket by the outbound gate" are completed based on the outbound traffic, that is, two facilities including "a first outbound facility 310 for connecting the platform to the living room" and "an outbound gate 320" are included on the travel path of the outbound traffic.
At this time, as shown in fig. 3b, the average walking time and the average consumed time corresponding to the outbound passenger flow may be output by using the first passenger flow value and the second passenger flow value as passenger flow values of the outbound passenger flow (i.e., the target passenger flow is the outbound passenger flow) through a passenger flow simulation method, where the average walking time and the average consumed time respectively include:
(1) Average walk time T of outbound passenger flow from the lower door 303 to the entrance of the first outbound facility 310 f3 Average time-consuming T 3 ；
It should be noted that the first outbound facility belongs to the above passenger flow transportation facility; for example, the first outbound facility may be an escalator, a stairway, a straight ladder, or the like; the first outbound facility 310 shown in fig. 3b is merely illustrative, and the embodiments of the present application are not limited in any way with respect to the specific type of facility and the specific number of facilities of the first outbound facility.
(2) Average walk-time T for outbound passenger flow through first outbound facility 310 f4 Average time-consuming T 4 。
Here, as shown in fig. 3b, taking the first outbound facility 310 as an escalator as an example, the average walking time of the outbound passenger flow passing through the first outbound facility 310 is the average time consumed by the outbound passenger flow on the escalator.
(3) Average walk time T for outbound passenger flow to walk from the exit of the first outbound facility 310 to the exit gate 320 f5 Average time-consuming T 5 。
(4) Average walk time T for outbound passenger flow through outbound gate 320 f6 Average time-consuming T 6 。
Specifically, when the target passenger flow is the outbound passenger flow, the average walking time T is obtained f3 Average time consumption T 3 Average walking time T f4 Average time consumption T 4 Average walking time T f5 Average time consumption T 5 Average walking time T f6 Average time-consuming T 6 When executing the step S102, the average delay time T of the outbound passenger flow in the target traffic building can be calculated according to the following steps e1-e5 d go out ：
And e1, calculating the difference value between the average consumed time of the target passenger flow walking from the lower door to the entrance of the first outbound facility and the average walking time to obtain the first outbound average delay time.
Here, when the target passenger flow is the outbound passenger flow, the first outbound average delay time T may be calculated according to the following formula d3 ：
T d3 ＝T 3 -T f3 ；
Wherein T is f3 Is the average walk time for outbound passenger flow to walk from the lower door 303 to the entrance of the first outbound facility 310;
T 3 is the average time spent by the outbound passenger flow walking from the lower door 303 to the entrance of the first outbound facility 310.
And e2, calculating the difference value between the average consumed time of the target passenger flow passing through the first outbound facility and the average walking time to obtain the second outbound average delay time.
Here, when the target passenger flow is the outbound passenger flow, the second outbound average delay time T may be calculated according to the following formula d4 ：
T d4 ＝T 4 -T f4 ；
Wherein T is f4 Is the average walk-time of the outbound passenger flow through the first outbound facility 310;
T 4 is the average elapsed time for the average walk-through time of outbound passenger flow through the first outbound facility 310.
And e3, calculating the difference value between the average consumed time of the target passenger flow walking from the exit of the first outbound facility to the gate of the outbound and the average walking time, and obtaining the third outbound average delay time.
Here, when the target passenger flow is the outbound passenger flow, the third outbound average lag time T may be calculated according to the following formula d5 ：
T d5 ＝T 5 -T f5 ；
Wherein T is f5 Is the average walk time for outbound passenger flow to walk from the exit of the first outbound facility 310 to the exit of the outbound gate 320;
T 5 is the average time spent by outbound passenger flow walking from the exit of the first outbound facility 310 to the outbound gate 320.
And e4, calculating the difference value between the average consumed time of the target passenger flow passing through the outbound gate and the average walking time to obtain the fourth outbound average delay time.
Here, when the target passenger flow is the outbound passenger flow, the fourth outbound average delay time T may be calculated according to the following formula d6 ：
T d6 ＝T 6 -T f6 ；
Wherein T is f6 Is the average walk time for outbound passenger flow to pass through the outbound gate 320;
T 6 Is the average time spent by outbound passenger flow through the outbound gate 320.
And e5, calculating the sum of the first outbound average lag time, the second outbound average lag time, the third outbound average lag time and the fourth outbound average lag time to obtain the average lag time of the outbound passenger flow in the target traffic building.
Here, when the target passenger flow is the outbound passenger flow, the average delay time T of the outbound passenger flow in the target traffic building can be calculated according to the following formula d go out ：
T d go out ＝T d3 +T d4 +T d5 +T d6 ；
Wherein T is d3 Is the first outbound average lag time;
T d4 is the second outbound average lag time;
T d5 is the third outbound average lag time;
T d6 is the fourth outbound average lag time.
3. When the target passenger flow is a transfer passenger flow, referring to fig. 3c, fig. 3c shows a schematic diagram of a travel path of the transfer passenger flow in the target traffic building provided in the embodiment of the present application, wherein three links of "get off", "walk from the present line station to the station hall", and "get on door of the transfer line from the station hall" are completed based on the transfer passenger flow, that is, three facilities of "a first transfer facility 311 for connecting the present line station with the station hall", "a transfer channel 312 on the station hall", and "a second transfer facility 313 for connecting the station hall with the transfer line station" are included on the travel path of the transfer passenger flow.
At this time, as shown in fig. 3c, the average walking time and the average consumed time corresponding to the transfer passenger flow can be output by using the first passenger flow value and the second passenger flow value as passenger flow values of the transfer passenger flow (that is, the target passenger flow is the transfer passenger flow) through a passenger flow simulation method, and the average walking time and the average consumed time respectively include:
(1) Average walk time T of transfer passenger flow from the lower door 303 to the entrance of the first transfer facility 311 f7 Average time-consuming T 7 。
The first transfer facility belongs to the passenger flow conveying facility; for example, the first transfer facility may be an escalator, a stairway, a straight ladder or the like; the first transfer facility 311 shown in fig. 3c is only illustrative, and the embodiment of the present application is not limited in any way with respect to the specific facility type and the specific number of facilities of the first transfer facility.
Specifically, taking the simulation model of the target traffic architecture shown in fig. 2b as an example, when the transfer passenger flow is transferred from the line 1 of the present line to the line 2 of the transfer line, the first transfer facility is the uplink transfer facility (for conveying the transfer passenger flow upwards) shown in fig. 3 c; whereas considering that in some subway line designs, the hall may be located in an interlayer of two line stations, when the transfer passenger flow is transferred from the present line subway located above the hall to the transfer line subway located below the hall, the first transfer facility is a down-going transfer facility (for transporting the transfer passenger flow downwards) opposite to that shown in fig. 3 c; in this regard, the embodiment of the present application is not limited in any way as to whether the first transfer facility is an up transfer facility or a down transfer facility.
(2) Average walking time T for transfer passenger flow through first transfer facility 311 f8 Average time-consuming T 8 。
Here, as shown in fig. 3c, taking the first transfer facility 311 as an escalator as an example, the average walking time of the transfer passenger flow passing through the first transfer facility 311 is the average time consumed by the transfer passenger flow on the escalator.
(3) Average walk time T of transfer passenger flow from the exit of the first transfer facility 311 to the transfer aisle 312 f9 Average time-consuming T 9 。
It should be noted that, the transfer passage 312 may include passenger transportation facilities such as an escalator, a stair, and the like, or may be just a straight passage, and the specific structure of the transfer passage 312 depends on the physical structure/existing scheme design of the target traffic building, which is not limited in any way.
(4) Average walking time T of transfer passenger flow through transfer aisle 312 f10 Average time-consuming T 10 。
(5) Average walking time T for transfer passenger flow through second transfer facility 313 f11 Average costTime T 11 。
Here, the second transfer facility also belongs to a passenger flow transportation facility, as in the first transfer facility; for example, the second transfer facility may be an escalator, a stairway, a straight ladder or the like; the second transfer facility 313 shown in fig. 3c is only illustrative, and the embodiment of the present application is not limited in any way with respect to the specific facility type and the specific number of facilities of the second transfer facility.
Here, as shown in fig. 3c, the exit of the transfer aisle 312 is connected to the entrance of the second transfer facility 313, and the hall is connected to the platform of the transfer line based on the transfer aisle 312 and the second transfer facility 313.
(6) Average walk time T of passenger flow walking from exit of second transfer facility 313 to upper door 304 f12 Average time-consuming T 12 。
Specifically, when the target passenger flow is the transfer passenger flow, the average walking time T is obtained f7 Average time consumption T 7 Average walking time T f8 Average spent time t 8 Average walking time T f9 Average time consumption T 9 Average walking time T f10 Average time consumption T 10 Average walking time T f11 Average time consumption T 11 Average walking time T f12 Average time-consuming T 12 When executing the step S102, the average delay time T of the transfer passenger flow in the target traffic building can be calculated according to the following steps f1-f7 d exchange ：
And f1, calculating the difference value between the average consumed time of the target passenger flow from the step-down door to the entrance of the first transfer facility and the average walking time to obtain the first transfer average slow time.
Here, when the target passenger flow is a transfer passenger flow, the first transfer average lag time T may be calculated according to the following formula d7 ：
T d7 ＝T 7 -T f7 ；
Wherein T is f7 Is the passenger flow walking from the lower door 303Average walking time at the entrance to the first transfer facility 311;
T 7 is the average time taken for the transfer flow to walk from the lower door 303 to the entrance of the first transfer facility 311.
And f2, calculating the difference value between the average consumed time of the target passenger flow passing through the first transfer facility and the average walking time to obtain the second transfer average delay time.
Here, when the target passenger flow is a transfer passenger flow, the second transfer average lag time T may be calculated according to the following formula d8 ：
T d8 ＝T 8 -T f8 ；
Wherein T is f8 Is the average walking time of the transfer passenger flow through the first transfer facility 311;
T 8 is the average time taken for the transfer of passenger flow through the first transfer facility 311.
And f3, calculating the difference value between the average consumed time of the target passenger flow walking from the outlet of the first transfer facility to the transfer channel and the average walking time, and obtaining the third transfer average lag time.
Here, when the target passenger flow is a transfer passenger flow, the third transfer average lag time T may be calculated according to the following formula d9 ：
T d9 ＝T 9 -T f9 ；
Wherein T is f9 Is the average walk time for the transfer passenger flow to walk from the exit of the first transfer facility 311 to the transfer aisle 312;
T 9 Is the average time taken for the transfer flow to walk from the exit of the first transfer facility 311 to the transfer aisle 312.
And f4, calculating the difference value between the average consumed time of the target passenger flow passing through the transfer channel and the average walking time to obtain the fourth transfer average delay time.
Here, when the target passenger flow is a transfer passenger flow, the fourth transfer average lag time T may be calculated according to the following formula d10 ：
T d10 ＝T 10 -T f10 ；
Wherein T is f10 Is the average walking time of the transfer traffic through transfer aisle 312;
T 10 is the average time spent by the transfer traffic through transfer aisle 312.
And f5, calculating the difference value between the average consumed time of the target passenger flow passing through the second transfer facility and the average walking time to obtain the fifth transfer average slow time.
Here, when the target passenger flow is a transfer passenger flow, the fifth transfer average lag time T may be calculated according to the following formula d11 ：
T d11 ＝T 11 -T f11 ；
Wherein T is f11 Is the average walking time of the transfer flow through the second transfer facility 313;
T 11 is the average time taken for the transfer of passenger flow through the second transfer facility 313.
And f6, calculating the difference value between the average consumed time of the target passenger flow walking from the outlet of the second transfer facility to the upper door and the average walking time, and obtaining the sixth transfer average slow time.
Here, when the target passenger flow is a transfer passenger flow, the sixth transfer average lag time T may be calculated according to the following formula d12 ：
T d12 ＝T 12 -T f12 ；
Wherein T is f12 Is the average walk time for the transfer flow to walk from the exit of the second transfer facility 313 to the upper door 304;
T 12 is the average time taken for the transfer flow to walk from the exit of the second transfer facility 313 to the upper door 304.
And f7, calculating the sum of the first transfer average lag time, the second transfer average lag time, the third transfer average lag time, the fourth transfer average lag time, the fifth transfer average lag time and the sixth transfer average lag time to obtain the average lag time of the transfer passenger flow in the target traffic building.
Here, when the target passenger flow is the transfer passenger flow, the average delay time T of the transfer passenger flow in the target traffic building can be calculated according to the following formula d exchange ：
T d exchange ＝T d7 +T d8 +T d9 +T d10 +T d11 +T d12 ；
Wherein T is d7 Is the first transfer average lag time;
T d8 is the second transfer average lag time;
T d9 is the third transfer average lag time;
T d10 fourth transfer average lag time;
T d11 is the fifth transfer average lag time;
T d12 is the sixth transfer average lag time.
Based on the same inventive concept, the present application further provides a device for measuring the passenger flow conveying capability of the in-station facility, which corresponds to the method for measuring the passenger flow conveying capability of the in-station facility, and because the principle of solving the problem of the device for measuring the passenger flow conveying capability of the in-station facility in the embodiment of the present application is similar to the method for measuring the passenger flow conveying capability of the in-station facility in the embodiment of the present application, the implementation of the device for measuring the passenger flow conveying capability of the in-station facility can refer to the implementation of the method, and the repetition is omitted.
Referring to fig. 4, fig. 4 is a schematic structural diagram of an apparatus for measuring a passenger flow conveying capability of an in-station facility according to an embodiment of the present application, where the apparatus includes:
an obtaining module 401, configured to obtain an average walking time of a target passenger flow in a free flow state in a target traffic building and an average consumed time for actually walking in the target traffic building, respectively; wherein the target passenger flow at least comprises: inbound and outbound traffic;
a calculating module 402, configured to calculate an average lag time of the target passenger flow in the target traffic building based on the average walking time and the average elapsed time; the average stagnation time representation is based on average travelling time which is additionally consumed by the target passenger flow in the target traffic building and occurs on the phenomenon of passenger flow congestion;
And the output module 403 is configured to output a conveying capability evaluation result for the passenger flow conveying facility in the target traffic building according to the calculated average delay time.
In an alternative embodiment, the obtaining module 401 is specifically configured to:
in a pre-constructed simulation model of the target traffic building, determining a corresponding walking path of the target passenger flow in the current passenger flow simulation according to the passenger flow type of the target passenger flow;
taking the first guest flow value as a guest flow value of the target guest flow, carrying out guest flow simulation on the target guest flow according to the determined walking path, and outputting to obtain average walking time of the target guest flow in a free flow state in the target traffic building;
taking the second passenger flow value as the passenger flow value of the target passenger flow, carrying out passenger flow simulation on the target passenger flow according to the determined walking path, and outputting to obtain the average consumed time of the actual walking of the target passenger flow in the target traffic building; wherein the second guest current value is greater than the first guest current value.
In an alternative embodiment, when the target passenger flow is the inbound passenger flow, the average walking time and the average elapsed time respectively include:
Average walking time and average consumed time of the target passenger flow passing through the security inspection equipment;
the average walking time and average time spent by the target passenger flow at the inbound gate.
In an alternative embodiment, when the target passenger flow is the outbound passenger flow, the average walking time and the average elapsed time respectively include:
the average walking time and the average consumed time of the target passenger flow from the lower door to the entrance of the first outbound facility; wherein the first outbound facility belongs to the passenger flow transportation class facility;
average walking time and average elapsed time of the target passenger flow through the first outbound facility;
the average walking time and the average consumed time of the target passenger flow walking from the outlet of the first outbound facility to the outbound gate;
the average walking time and average time spent by the target passenger flow through the outbound gate.
In an alternative embodiment, the target passenger flow further includes a transfer passenger flow, and when the target passenger flow is the transfer passenger flow, the average walking time and the average elapsed time respectively include:
the average walking time and the average consumed time of the target passenger flow from the lower door to the entrance of the first transfer facility;
Average walking time and average consumed time of the target passenger flow passing through the first transfer facility;
the average walking time and the average consumed time of the target passenger flow from the exit of the first transfer facility to the transfer passage;
average walking time and average consumed time of the target passenger flow passing through the transfer passage;
the average walking time and the average consumed time of the target passenger flow passing through the second transfer facility; wherein the first transfer facility and the second transfer facility both belong to the passenger flow transportation class facility; the outlet of the transfer channel is connected with the inlet of the second transfer facility;
the average walking time and average consumed time of the target passenger flow to the upper door from the exit of the second transfer facility.
In an alternative embodiment, when the average lag time of the target passenger flow in the target traffic building is calculated based on the average walking time and the average elapsed time, the calculating module 402 is configured to:
calculating the difference value between the average consumed time of the target passenger flow passing through the security inspection equipment and the average walking time to obtain the first arrival average delay time;
Calculating the difference value between the average consumed time of the target passenger flow passing through the arrival gate and the average walking time to obtain the second arrival average delay time;
and calculating the sum value of the first arrival average lag time and the second arrival average lag time to obtain the average lag time of the arrival passenger flow in the target traffic building.
In an alternative embodiment, when the average lag time of the target passenger flow in the target traffic building is calculated based on the average walking time and the average elapsed time, the calculating module 402 is configured to:
calculating the difference value between the average consumed time of the target passenger flow walking from the lower door to the entrance of the first outbound facility and the average walking time to obtain the first outbound average delay time;
calculating the difference value between the average consumed time of the target passenger flow passing through the first outbound facility and the average walking time to obtain the second outbound average delay time;
calculating the difference value between the average consumed time of the target passenger flow walking from the outlet of the first outbound facility to the outbound gate and the average walking time to obtain the third outbound average delay time;
Calculating the difference value between the average consumed time of the target passenger flow passing through the outbound gate and the average walking time to obtain fourth outbound average delay time;
and calculating the sum of the first outbound average lag time, the second outbound average lag time, the third outbound average lag time and the fourth outbound average lag time to obtain the average lag time of the outbound passenger flow in the target traffic building.
In an alternative embodiment, when the average lag time of the target passenger flow in the target traffic building is calculated based on the average walking time and the average elapsed time, the calculating module 402 is configured to:
calculating the difference value between the average consumed time of the target passenger flow walking from the lower door to the entrance of the first transfer facility and the average walking time to obtain the first transfer average lag time;
calculating the difference value between the average consumed time of the target passenger flow passing through the first transfer facility and the average walking time to obtain the second transfer average delay time;
calculating the difference value between the average consumed time of the target passenger flow walking from the outlet of the first transfer facility to the transfer channel and the average walking time to obtain the third transfer average delay time;
Calculating the difference value between the average consumed time of the target passenger flow passing through the transfer channel and the average walking time to obtain fourth transfer average lag time;
calculating the difference value between the average consumed time of the target passenger flow passing through the second transfer facility and the average walking time to obtain a fifth transfer average lag time;
calculating the difference value between the average consumed time of the target passenger flow walking from the outlet of the second transfer facility to the upper door and the average walking time to obtain the sixth transfer average lag time;
and calculating the sum of the first transfer average lag time, the second transfer average lag time, the third transfer average lag time, the fourth transfer average lag time, the fifth transfer average lag time and the sixth transfer average lag time to obtain the average lag time of the transfer outbound passenger flow in the target traffic building.
In an alternative embodiment, when the average lag time obtained according to the calculation outputs a conveying capability evaluation result for the passenger flow conveying facility in the target traffic building, the output module 403 is configured to:
when the average delay time is higher than a first time threshold, outputting a first conveying capacity evaluation result; the first conveying capacity evaluation result is used for representing that the number of facilities of passenger flow conveying facilities in the target traffic building is insufficient;
Or alternatively, the first and second heat exchangers may be,
according to the average lag time obtained through calculation, determining the average lag time of the passengers corresponding to each passenger in the target passenger flow;
outputting a second conveying capacity evaluation result when the number of passengers with the average passenger delay time higher than a second time threshold is smaller than or equal to a first preset number threshold; and the second conveying capacity evaluation result is used for representing uneven distribution of facilities of passenger flow conveying facilities in the target traffic building.
In an alternative embodiment, when the average lag time obtained according to the calculation outputs a conveying capability evaluation result for the passenger flow conveying facility in the target traffic building, the output module 403 is configured to:
outputting a third conveying capacity evaluation result when the average delay time is higher than the first time threshold and the facility number of the passenger flow conveying facilities contained in the target traffic building is greater than or equal to a target number threshold; and the third conveying capacity evaluation result is used for representing that bottleneck facilities or passenger flow cross congestion points exist in the target traffic building.
As shown in fig. 5, an embodiment of the present application provides an electronic device 500 for performing a method for measuring a passenger flow capacity of an in-station facility in the present application, where the device includes a memory 501, a processor 502, a bus 503, and a computer program stored on the memory 501 and capable of running on the processor 502, where the memory 501 and the processor 502 are communicatively connected through the bus 503, and the processor 502 implements steps of the method for measuring a passenger flow capacity of an in-station facility when the processor 502 executes the computer program.
Specifically, the memory 501 and the processor 502 may be general-purpose memories and processors, which are not limited herein, and the method for measuring the passenger flow conveying capacity of the facilities in the station can be performed when the processor 502 runs the computer program stored in the memory 501.
Corresponding to the method for measuring the passenger flow conveying capacity of the in-station facility in the application, the embodiment of the application also provides a computer readable storage medium, and a computer program is stored on the computer readable storage medium, and the computer program is executed by a processor to execute the steps of the method for measuring the passenger flow conveying capacity of the in-station facility.
In particular, the storage medium can be a general-purpose storage medium, such as a removable disk, a hard disk, etc., on which a computer program is executed that is capable of performing the above-described method of measuring the passenger flow transport capacity of a facility in a station.
In the embodiments provided herein, it should be understood that the disclosed systems and methods may be implemented in other ways. The system embodiments described above are merely illustrative, e.g., the division of the elements is merely a logical functional division, and there may be additional divisions in actual implementation, and e.g., multiple elements or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some communication interface, system or unit indirect coupling or communication connection, which may be in electrical, mechanical or other form.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments provided in the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
It should be noted that: like reference numerals and letters in the following figures denote like items, and thus once an item is defined in one figure, no further definition or explanation of it is required in the following figures, and furthermore, the terms "first," "second," "third," etc. are used merely to distinguish one description from another and are not to be construed as indicating or implying relative importance.
Finally, it should be noted that: the foregoing examples are merely specific embodiments of the present application, and are not intended to limit the scope of the present application, but the present application is not limited thereto, and those skilled in the art will appreciate that while the foregoing examples are described in detail, the present application is not limited thereto. Any person skilled in the art may modify or easily conceive of the technical solution described in the foregoing embodiments, or make equivalent substitutions for some of the technical features within the technical scope of the disclosure of the present application; such modifications, changes or substitutions do not depart from the spirit and scope of the corresponding technical solutions. Are intended to be encompassed within the scope of this application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (11)

1. A method of measuring passenger flow capacity of an in-station facility, the method comprising:
respectively obtaining average walking time of a target passenger flow in a free flow state in a target traffic building and average consumed time of actual walking in the target traffic building; wherein the target passenger flow at least comprises: inbound and outbound traffic;
calculating the average delay time of the target passenger flow in the target traffic building based on the average walking time and the average consumed time; the average stagnation time representation is based on average travelling time which is additionally consumed by the target passenger flow in the target traffic building and occurs on the phenomenon of passenger flow congestion;
outputting a conveying capability evaluation result aiming at passenger flow conveying facilities in the target traffic building according to the average delay time obtained by calculation;
and outputting a conveying capability evaluation result aiming at passenger flow conveying facilities in the target traffic building according to the average delay time obtained by calculation, wherein the conveying capability evaluation result comprises the following steps:
when the average delay time is higher than a first time threshold, outputting a first conveying capacity evaluation result; the first conveying capacity evaluation result is used for representing that the number of facilities of passenger flow conveying facilities in the target traffic building is insufficient;
Or alternatively, the first and second heat exchangers may be,
according to the average lag time obtained through calculation, determining the average lag time of the passengers corresponding to each passenger in the target passenger flow;
outputting a second conveying capacity evaluation result when the number of passengers with the average passenger delay time higher than a second time threshold is smaller than or equal to a first preset number threshold; the second conveying capacity evaluation result is used for representing uneven distribution of passenger flow conveying facilities in the target traffic building;
outputting a third conveying capacity evaluation result when the average delay time is higher than the first time threshold and the facility number of the passenger flow conveying facilities contained in the target traffic building is greater than or equal to a target number threshold; and the third conveying capacity evaluation result is used for representing that bottleneck facilities or passenger flow cross congestion points exist in the target traffic building.
2. The method of claim 1, wherein the separately obtaining the average walking time of the target passenger flow in the free flow state in the target traffic building and the average consumed time for actually walking in the target traffic building comprises:
in a pre-constructed simulation model of the target traffic building, determining a corresponding walking path of the target passenger flow in the current passenger flow simulation according to the passenger flow type of the target passenger flow;
Taking the first guest flow value as a guest flow value of the target guest flow, carrying out guest flow simulation on the target guest flow according to the determined walking path, and outputting to obtain average walking time of the target guest flow in a free flow state in the target traffic building;
taking the second passenger flow value as the passenger flow value of the target passenger flow, carrying out passenger flow simulation on the target passenger flow according to the determined walking path, and outputting to obtain the average consumed time of the actual walking of the target passenger flow in the target traffic building; wherein the second guest current value is greater than the first guest current value.
3. The method of claim 1, wherein when the target passenger flow is the inbound passenger flow, the average walking time and the average elapsed time each comprise:
average walking time and average consumed time of the target passenger flow passing through the security inspection equipment;
the average walking time and average time spent by the target passenger flow at the inbound gate.
4. The method of claim 1, wherein when the target passenger flow is the outbound passenger flow, the average walking time and the average elapsed time each comprise:
The average walking time and the average consumed time of the target passenger flow from the lower door to the entrance of the first outbound facility; wherein the first outbound facility belongs to the passenger flow transportation class facility;
average walking time and average elapsed time of the target passenger flow through the first outbound facility;
the average walking time and the average consumed time of the target passenger flow walking from the outlet of the first outbound facility to the outbound gate;
the average walking time and average time spent by the target passenger flow through the outbound gate.
5. The method of claim 1, wherein the target passenger flow further comprises a transfer passenger flow, and wherein when the target passenger flow is the transfer passenger flow, the average walking time and the average elapsed time each comprise:
the average walking time and the average consumed time of the target passenger flow from the lower door to the entrance of the first transfer facility;
average walking time and average consumed time of the target passenger flow passing through the first transfer facility;
the average walking time and the average consumed time of the target passenger flow from the exit of the first transfer facility to the transfer passage;
Average walking time and average consumed time of the target passenger flow passing through the transfer passage;
the average walking time and the average consumed time of the target passenger flow passing through the second transfer facility; wherein the first transfer facility and the second transfer facility both belong to the passenger flow transportation class facility; the outlet of the transfer channel is connected with the inlet of the second transfer facility;
the average walking time and average consumed time of the target passenger flow to the upper door from the exit of the second transfer facility.
6. The method of claim 3, wherein said calculating an average lag time for the target passenger flow within the target traffic structure based on the average walking time and the average elapsed time comprises:
calculating the difference value between the average consumed time of the target passenger flow passing through the security inspection equipment and the average walking time to obtain the first arrival average delay time;
calculating the difference value between the average consumed time of the target passenger flow passing through the arrival gate and the average walking time to obtain the second arrival average delay time;
and calculating the sum value of the first arrival average lag time and the second arrival average lag time to obtain the average lag time of the arrival passenger flow in the target traffic building.
7. The method of claim 4, wherein the calculating an average lag time for the target passenger flow within the target traffic structure based on the average walking time and the average elapsed time comprises:
calculating the difference value between the average consumed time of the target passenger flow walking from the lower door to the entrance of the first outbound facility and the average walking time to obtain the first outbound average delay time;
calculating the difference value between the average consumed time of the target passenger flow passing through the first outbound facility and the average walking time to obtain the second outbound average delay time;
calculating the difference value between the average consumed time of the target passenger flow walking from the outlet of the first outbound facility to the outbound gate and the average walking time to obtain the third outbound average delay time;
calculating the difference value between the average consumed time of the target passenger flow passing through the outbound gate and the average walking time to obtain fourth outbound average delay time;
and calculating the sum of the first outbound average lag time, the second outbound average lag time, the third outbound average lag time and the fourth outbound average lag time to obtain the average lag time of the outbound passenger flow in the target traffic building.
8. The method of claim 5, wherein calculating an average lag time for the target passenger flow within the target traffic structure based on the average walking time and the average elapsed time comprises:
calculating the difference value between the average consumed time of the target passenger flow walking from the lower door to the entrance of the first transfer facility and the average walking time to obtain the first transfer average lag time;
calculating the difference value between the average consumed time of the target passenger flow passing through the first transfer facility and the average walking time to obtain the second transfer average delay time;
calculating the difference value between the average consumed time of the target passenger flow walking from the outlet of the first transfer facility to the transfer channel and the average walking time to obtain the third transfer average delay time;
calculating the difference value between the average consumed time of the target passenger flow passing through the transfer channel and the average walking time to obtain fourth transfer average lag time;
calculating the difference value between the average consumed time of the target passenger flow passing through the second transfer facility and the average walking time to obtain a fifth transfer average lag time;
calculating the difference value between the average consumed time of the target passenger flow walking from the outlet of the second transfer facility to the upper door and the average walking time to obtain the sixth transfer average lag time;
And calculating the sum of the first transfer average lag time, the second transfer average lag time, the third transfer average lag time, the fourth transfer average lag time, the fifth transfer average lag time and the sixth transfer average lag time to obtain the average lag time of the transfer passenger flow in the target traffic building.
9. An apparatus for measuring the passenger flow capacity of an in-station facility, the apparatus comprising:
the acquisition module is used for respectively acquiring the average walking time of the target passenger flow in the free flow state in the target traffic building and the average consumed time for actually walking in the target traffic building; wherein the target passenger flow at least comprises: inbound and outbound traffic;
the calculation module is used for calculating the average delay time of the target passenger flow in the target traffic building based on the average walking time and the average consumed time; the average stagnation time representation is based on average travelling time which is additionally consumed by the target passenger flow in the target traffic building and occurs on the phenomenon of passenger flow congestion;
The output module is used for outputting a conveying capability evaluation result aiming at passenger flow conveying facilities in the target traffic building according to the average delay time obtained through calculation;
the output module is used for outputting a conveying capability evaluation result aiming at the passenger flow conveying facilities in the target traffic building according to the average delay time obtained by calculation, and comprises the following steps:
when the average delay time is higher than a first time threshold, outputting a first conveying capacity evaluation result; the first conveying capacity evaluation result is used for representing that the number of facilities of passenger flow conveying facilities in the target traffic building is insufficient;
or alternatively, the first and second heat exchangers may be,
according to the average lag time obtained through calculation, determining the average lag time of the passengers corresponding to each passenger in the target passenger flow;
outputting a second conveying capacity evaluation result when the number of passengers with the average passenger delay time higher than a second time threshold is smaller than or equal to a first preset number threshold; the second conveying capacity evaluation result is used for representing uneven distribution of passenger flow conveying facilities in the target traffic building;
outputting a third conveying capacity evaluation result when the average delay time is higher than the first time threshold and the facility number of the passenger flow conveying facilities contained in the target traffic building is greater than or equal to a target number threshold; and the third conveying capacity evaluation result is used for representing that bottleneck facilities or passenger flow cross congestion points exist in the target traffic building.
10. An electronic device, comprising: a processor, a memory and a bus, said memory storing machine-readable instructions executable by said processor, said processor and said memory communicating over the bus when the electronic device is running, said machine-readable instructions when executed by said processor performing the steps of the method of measuring the passenger flow conveying capacity of an in-station facility as claimed in any one of claims 1 to 8.
11. A computer-readable storage medium, characterized in that it has stored thereon a computer program which, when being executed by a processor, performs the steps of the method of measuring the passenger flow conveying capacity of an in-station installation as claimed in any of claims 1 to 8.
CN202310453354.0A 2023-04-25 2023-04-25 Method and device for measuring passenger flow conveying capacity of facilities in station Active CN116502948B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310453354.0A CN116502948B (en) 2023-04-25 2023-04-25 Method and device for measuring passenger flow conveying capacity of facilities in station

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310453354.0A CN116502948B (en) 2023-04-25 2023-04-25 Method and device for measuring passenger flow conveying capacity of facilities in station

Publications (2)

Publication Number Publication Date
CN116502948A CN116502948A (en) 2023-07-28
CN116502948B true CN116502948B (en) 2024-01-19

Family

ID=87324198

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310453354.0A Active CN116502948B (en) 2023-04-25 2023-04-25 Method and device for measuring passenger flow conveying capacity of facilities in station

Country Status (1)

Country Link
CN (1) CN116502948B (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117407952B (en) * 2023-10-12 2024-09-17 广州地铁设计研究院股份有限公司 Shunting method for three-line transfer of subway same station

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107358357A (en) * 2017-07-12 2017-11-17 北京市轨道交通设计研究院有限公司 Urban track traffic transfer station evaluation method
CN110942198A (en) * 2019-11-27 2020-03-31 重庆市交通规划研究院 Passenger path identification method and system for rail transit operation
WO2020113273A1 (en) * 2018-12-04 2020-06-11 Startinno Ventures Pty Ltd Mixed reality visualisation system
CN111401614A (en) * 2020-03-09 2020-07-10 西南交通大学 Dynamic passenger flow distribution method and system for urban rail transit
CN112418649A (en) * 2020-11-19 2021-02-26 东南大学 Building stair pedestrian flow estimation system based on multi-dimensional MEMS inertial sensor
CN112990648A (en) * 2021-01-08 2021-06-18 北京工业大学 Rail transit network operation stability assessment method
CN114358385A (en) * 2021-12-08 2022-04-15 辽宁工程技术大学 Network resolving method suitable for large building safe evacuation
CN115186516A (en) * 2022-09-06 2022-10-14 深圳市城市交通规划设计研究中心股份有限公司 Pedestrian simulation model construction method of traffic hub, electronic device and storage medium
CN115472001A (en) * 2022-07-25 2022-12-13 深圳市城市交通规划设计研究中心股份有限公司 Simulation evaluation method for human-vehicle traffic evacuation in stadium, electronic device and storage medium
CN115641707A (en) * 2022-08-22 2023-01-24 宁波工程学院 Urban rail transit multi-station pedestrian flow cooperative control method

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107358357A (en) * 2017-07-12 2017-11-17 北京市轨道交通设计研究院有限公司 Urban track traffic transfer station evaluation method
WO2020113273A1 (en) * 2018-12-04 2020-06-11 Startinno Ventures Pty Ltd Mixed reality visualisation system
CN110942198A (en) * 2019-11-27 2020-03-31 重庆市交通规划研究院 Passenger path identification method and system for rail transit operation
CN111401614A (en) * 2020-03-09 2020-07-10 西南交通大学 Dynamic passenger flow distribution method and system for urban rail transit
CN112418649A (en) * 2020-11-19 2021-02-26 东南大学 Building stair pedestrian flow estimation system based on multi-dimensional MEMS inertial sensor
CN112990648A (en) * 2021-01-08 2021-06-18 北京工业大学 Rail transit network operation stability assessment method
CN114358385A (en) * 2021-12-08 2022-04-15 辽宁工程技术大学 Network resolving method suitable for large building safe evacuation
CN115472001A (en) * 2022-07-25 2022-12-13 深圳市城市交通规划设计研究中心股份有限公司 Simulation evaluation method for human-vehicle traffic evacuation in stadium, electronic device and storage medium
CN115641707A (en) * 2022-08-22 2023-01-24 宁波工程学院 Urban rail transit multi-station pedestrian flow cooperative control method
CN115186516A (en) * 2022-09-06 2022-10-14 深圳市城市交通规划设计研究中心股份有限公司 Pedestrian simulation model construction method of traffic hub, electronic device and storage medium

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
加快铁路货场建设 促进内外物资交流;王天宁;《浙江经济》(第2期);59-60 *
基于心理感知的铁路综合客运枢纽客流疏解预警研究;易彤 等;《中国安全生产科学技术》;第18卷(第12期);183-189 *

Also Published As

Publication number Publication date
CN116502948A (en) 2023-07-28

Similar Documents

Publication Publication Date Title
CN108151756B (en) Travel time calculation method and device of urban public transport system
Xu et al. Analysis of subway station capacity with the use of queueing theory
CN111401614B (en) Dynamic passenger flow distribution method and system for urban rail transit
CN104884900B (en) Travel time information provides equipment and travel time information provides method
CN116502948B (en) Method and device for measuring passenger flow conveying capacity of facilities in station
Van Den Heuvel et al. Monitoring the performance of the pedestrian transfer function of train stations using automatic fare collection data
Chen et al. Computation on bus delay at stops in Beijing through statistical analysis
CN115809729B (en) Urban rail transit junction transfer facility optimal configuration method considering newly-added line
CN116307441B (en) Urban rail transit junction transfer facility optimal configuration method considering burst scene
Li et al. Effect of height on pedestrian route choice between stairs and escalator
Zhang et al. Pedestrian choices of vertical walking facilities inside urban rail transit stations
CN114580751A (en) Method, system, storage medium and terminal for predicting evacuation time of passengers arriving at airport
Hua et al. Network survivability and recoverability in urban rail transit systems under disruption
Manjalavil et al. Topological properties of bus transit networks considering demand and service utilization weight measures
Zheng et al. Improved iterative prediction for multiple stop arrival time using a support vector machine
CN108197724B (en) Method for calculating efficiency weight and evaluating bus scheme performance in bus complex network
Deepa et al. A direct demand model for bus transit ridership in Bengaluru, India
Zhou et al. Time prediction model of subway transfer
Lees-Miller et al. Ride sharing in personal rapid transit capacity planning
Duduta et al. Understanding platform overcrowding at bus rapid transit stations
CN107844893A (en) Station operation security appraisal procedure occurs for the large passenger flow based on Matter element Extension
KR102074894B1 (en) Estimation Method for Traveled Routes of Transit Users, and Its Program Implementation and Performance System
Jara-Díaz et al. Modeling public transport corridors with aggregate and disaggregate demand
Tanaka et al. Estimation of passenger origin-destination matrices and efficiency evaluation of public transportation
Xu et al. Route choice in subway station during morning peak hours: A case of Guangzhou subway

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant