CN117485407A - Passenger conveying backup method and controller - Google Patents
Passenger conveying backup method and controller Download PDFInfo
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- CN117485407A CN117485407A CN202210880507.5A CN202210880507A CN117485407A CN 117485407 A CN117485407 A CN 117485407A CN 202210880507 A CN202210880507 A CN 202210880507A CN 117485407 A CN117485407 A CN 117485407A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The disclosure relates to the technical field of rail transit, in particular to a passenger conveying backup method and a controller. The method is applied to a controller of a passenger conveying system, the passenger conveying system further comprises a passenger conveying device, the passenger conveying device comprises a conveying channel and a seat conveying device, the conveying channel is arranged on a station trolley and/or a train, and the method comprises the following steps: when the passenger conveying device of the first station trolley fails, controlling the first station trolley to drive to the second station trolley so as to realize the transmission of passengers on the first station trolley to the second station trolley; controlling the second station trolley and the train to carry out virtual grouping; and the control transmission channel laterally communicates the second station trolley and the train so as to realize the transmission of passengers between the second station trolley and the train. Through the technical scheme, passenger transmission can be realized under the condition of no parking, and a fault handling scheme of the passenger conveying device of the station trolley is provided, so that passengers on the station trolley can be safely and efficiently conveyed to a destination.
Description
Technical Field
The disclosure relates to the technical field of rail transit, in particular to a passenger conveying backup method and a controller.
Background
In the related art, the way of getting on and off passengers without stopping the train is as follows: the platform truck for passengers and the high-speed train keep the same speed, and the lateral coupler or the interlocking device of the platform truck is used for hanging the platform truck on the high-speed train, so that passengers can be dynamically loaded and unloaded without stopping the platform truck. This approach has the following problems: 1. without an emergency plan for the case of a lateral coupler or interlock failure of a station car, it may occur that passengers on the station car cannot be transported to the train when the lateral coupler or interlock of the station car fails. 2. There is an unsafe hidden trouble, namely if when a passenger carries out a 'car change', one car is decelerated and braked urgently, the car is still possibly caused to have larger pause feeling even if the car is connected with a car coupler or an interlocking device, and the passengers can drop carelessly. 3. Repeated dragging at high speeds can cause greater wear and even removal of the coupler or interlock.
Disclosure of Invention
To overcome the problems in the related art, the present disclosure provides a passenger conveying backup method and a controller.
In order to achieve the above object, the present disclosure provides a passenger conveying backup method applied to a controller of a passenger conveying system, the passenger conveying system further including a passenger conveying device connected to the controller, the passenger conveying device including a conveying passage and a seat conveying device, the conveying passage being provided on a station car and/or a train, the method comprising:
under the condition that a passenger conveying device arranged on a first station trolley is failed, controlling the first station trolley to drive to a second station trolley so as to realize the transmission of passengers on the first station trolley to the second station trolley, wherein the second station trolley and the first station trolley are station trolleys which virtually group the same train at different stations respectively;
controlling the second station trolley and the train to carry out virtual grouping so as to enable the second station trolley and the train to keep transversely synchronous running;
and controlling the transmission channel to laterally communicate the second station trolley with the train so as to realize the transmission of passengers between the second station trolley and the train.
Optionally, the train comprises a plurality of sets of first doors, and the second platform vehicle comprises a set of second doors;
the controlling the second station trolley to virtually group with the train so that the second station trolley and the train keep transversely synchronous running comprises: the second station trolley and the train are controlled to virtually group for multiple times, and the position of the second car door is matched with the position of each group of the first car door when each virtual group is used for enabling the second station trolley and the train to transversely and synchronously run;
the controlling the transmission channel to laterally communicate the second station trolley with the train to realize the transmission of passengers between the second station trolley and the train comprises: and after each virtual marshalling, controlling a transmission channel arranged on the second door and/or the matched first door to laterally communicate the second station trolley with the train so as to transmit passengers of the second station trolley and the train through the second door, the first door and the transmission channel.
Optionally, the train comprises a plurality of groups of first doors, and the second platform vehicle comprises a plurality of groups of second doors;
the controlling the second station trolley to virtually group with the train so that the second station trolley and the train keep transversely synchronous running comprises: the second station trolley and the train are controlled to virtually group for multiple times, and each virtual group is used for enabling the position of each group of second doors of the second station trolley to be matched with the position of a group of first doors of the train when the second station trolley and the train keep transversely synchronous running;
the controlling the transmission channel to laterally communicate the second station trolley with the train to realize the transmission of passengers between the second station trolley and the train comprises: and after each virtual marshalling, controlling a transmission channel arranged on the first door and/or the second door which are matched with each other to laterally communicate the second station trolley with the train so as to transmit passengers of the second station trolley and the train through the second door, the first door and the transmission channel.
Optionally, the passenger conveying system further comprises an emergency channel connected with the controller, and the method further comprises:
and under the condition that the first platform truck is transversely away from the second platform truck by a first distance, controlling the emergency passage to laterally communicate the first platform truck and the second platform truck so as to realize the transmission of passengers on the first platform truck to the second platform truck.
Optionally, the emergency channel is provided with a gate, and the method further comprises:
acquiring the total quantity of the receivable passengers of the train and the total quantity of the receivable passengers of the second station trolley;
controlling the brake to be closed when the total number of receivable passengers of the train is greater than the total number of receivable passengers of the second station car, and the number of passengers received from the first station car at the second station car is equal to the difference between the total number of receivable passengers of the second station car and the number of passengers in the second station car before the passengers are transferred;
and controlling the brake to be closed when the total number of the train-receivable passengers is smaller than the total number of the second station wagon, and when the second station wagon receives the difference between the total number of the train-receivable passengers and the number of the passengers in the second station wagon before transmitting the passengers.
Optionally, after the gate is closed, the method further includes:
acquiring information of a first passenger in the second station vehicle, wherein the first passenger is a passenger transmitted from the first station vehicle to the second station vehicle;
screening out information of a second passenger in the first station trolley according to the information of the first passenger, wherein the second passenger is a passenger in the first station trolley which is not transmitted to the second station trolley;
and sending prompt information to the second passenger according to the information of the second passenger, wherein the prompt information is used for prompting the second passenger to go to a designated waiting area.
Optionally, the emergency channel is provided with a gate, and the method further comprises:
acquiring the total quantity of the receivable passengers of the train and the total quantity of the receivable passengers of the second station trolley;
acquiring the sum of the number of passengers in the first station trolley before the passengers are transmitted and the number of passengers in the second station trolley before the passengers are transmitted;
and when the total number of the receivable passengers of the train and the total number of the receivable passengers of the second station car are larger than the sum, and the number of the passengers received by the second station car from the first station car is equal to the number of the passengers in the first station car before the passengers are transmitted, controlling the gate to be closed.
Optionally, before controlling the first platform vehicle to drive toward the second platform vehicle, the method further comprises:
estimating a first time consumption of the train to travel to a first target position, wherein the first target position is a position which is a second distance away from a platform where the second station trolley is stopped;
estimating a second time consumption of the first station vehicle to travel to a second target position, wherein the second target position is a position transversely spaced from the second station vehicle by a first distance;
estimating a third time consumption of the passenger on the first station trolley to be transmitted to the second station trolley;
the controlling the first platform vehicle to drive toward the second platform vehicle includes: and controlling the first platform truck to drive to a second platform truck under the condition that the sum of the third time consumption and the second time consumption is less than the first time consumption.
Optionally, the method further comprises:
acquiring riding information of passengers, wherein the riding information comprises outbound information, destination information and train number information;
and outputting the identification information of the target station trolley on which the passenger sits according to the departure information and the train number information, and outputting the seat area number of the target station trolley on which the passenger sits according to the destination information.
The present disclosure also provides a controller comprising:
a memory having a computer program stored thereon;
and a processor for executing the computer program in the memory to implement the steps of the above method.
According to the technical scheme provided by the disclosure, a virtual marshalling technology is adopted between a train and a platform truck (a first platform truck and a second platform truck), so that the train and the platform truck always keep transversely synchronous running, and a transmission channel for laterally communicating the train and the platform truck is established, so that passengers can get on and off the platform truck without stopping the platform truck; when the passenger conveyor of the first station car fails, the passenger of the first station car is transferred to the second station car, and the passenger is transported to the train by the second station car. Therefore, by adopting the technical scheme provided by the embodiment of the disclosure, when one vehicle (the platform vehicle or the train) is decelerated or braked emergently, the other vehicle (the train or the platform vehicle) can also be braked emergently, so that larger frustration feeling and carelessly falling of passengers during vehicle changing are avoided; the transmission channel is not dragged greatly, so that the transmission channel is worn greatly and even falls off; in addition, a fault handling scheme of the passenger transportation device of the station trolley is provided, passengers on the station trolley can be safely and efficiently transported to a destination, and effective response to faults and emergency situations in operation is realized.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
fig. 1 is a flow chart illustrating a passenger conveying backup method according to an exemplary embodiment of the present disclosure.
Fig. 2 is a schematic diagram of passenger transportation using a passenger transportation backup method provided in an exemplary embodiment of the present disclosure.
Fig. 3 is a schematic diagram of passenger transportation using a passenger transportation backup method provided in another exemplary embodiment of the present disclosure.
Fig. 4 is a block diagram of a controller according to an exemplary embodiment of the present disclosure.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
It should be noted that, all actions for acquiring signals, information or data in the present disclosure are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.
The embodiment of the disclosure provides a passenger conveying backup method which is applied to a controller of a passenger conveying system. The passenger conveyor system further includes a passenger conveyor coupled to the controller, the passenger conveyor including a conveyor channel and a seat conveyor. The transmission channel is arranged on the station trolley and/or the train. Wherein, the seat conveyor sets up on train and station platform truck. The seat conveying device arranged on the train can be used for conveying a first target seat positioned on the train to a station trolley, wherein the first target seat is a seat where passengers with destination station information matched with station information represented by the station trolley sit in the train. The seat conveying device arranged on the station trolley can be used for conveying a second target seat positioned on the station trolley to the train, wherein the second target seat is a seat where passengers with the train number information matched with the train number information in the station trolley sit. Through adopting the mode that seat conveyor carried first target seat and second target seat, carry the passenger on the train to the platform truck, carry the passenger on the platform truck to the train, do not need the passenger to walk around the transfer by oneself, avoid the passenger to miss the time of getting off because of falling asleep, walking slowly etc. and the crowded that many passengers unordered transfer caused. In particular, the transport channel may be provided with a retractable and expandable chute. The first target seat and the second target seat are configured with pulley devices that can be adapted to the ramps. The first target seat and the second target seat are driven by the seat conveying device to finish conveying.
Fig. 1 shows a flow chart of the passenger conveying backup method. As shown in fig. 1, the method comprises the steps of:
and S11, under the condition that a passenger conveying device arranged on the first station trolley is failed, controlling the first station trolley to drive to the second station trolley so as to realize the transmission of passengers on the first station trolley to the second station trolley, wherein the second station trolley and the first station trolley are station trolleys which virtually group the same train at different stations respectively.
When the transmission channel is arranged on the trolley and the train or the transmission channel is arranged on the trolley, the fault of the passenger conveying device arranged on the first trolley can be the fault of the seat conveying device arranged on the first trolley or the fault of the seat conveying device arranged on the first trolley. When the transmission path is provided on the train, the malfunction of the passenger conveyor provided to the first station wagon may be a malfunction of the seat conveyor provided to the first station wagon.
Wherein, the platform truck is the generic name of first station platform truck and second station platform truck. The first station car may be a station car virtually grouped with the train at the first station when no failure occurs. The second station car may be a station car virtually grouped with the train at the second station when no failure occurs. And the train virtually grouped with the second platform vehicle and the train virtually grouped with the first platform vehicle are the same train.
And step S12, controlling the second station trolley to virtually group with the train so as to enable the second station trolley to transversely and synchronously run with the train.
And performing virtual grouping, namely realizing virtual connection and hanging between vehicles by utilizing wireless communication between vehicles. After the trains and the second platform vehicles are virtually grouped, the trains and the second platform vehicles can synchronize running states of each other in real time after being grouped into a train of large grouped trains, so that the trains and the second platform vehicles keep transversely synchronous running, namely, the transversely synchronous states of the trains and the second platform vehicles are locked.
And S13, controlling the transmission channel to laterally communicate the second station trolley with the train so as to realize the transmission of passengers between the second station trolley and the train.
When the passenger conveying system starts to operate, corresponding (matched) doors of the train and the second station trolley can be controlled to be opened simultaneously, and the doors are opened and simultaneously linked to be contracted on a transmission channel of the train and/or the second station trolley door facing the carriage side to be automatically unfolded from a contracted state, and the train and the second station trolley are laterally communicated, so that the passenger can be transmitted between the train and the second station trolley.
According to the technical scheme provided by the disclosure, a virtual marshalling technology is adopted between a train and a platform truck (a first platform truck and a second platform truck), so that the train and the platform truck always keep transversely synchronous running, and a transmission channel for laterally communicating the train and the platform truck is established, so that passengers can get on and off the platform truck without stopping the platform truck; when the passenger conveyor of the first station car fails, the passenger of the first station car is transferred to the second station car, and the passenger is transported to the train by the second station car. Therefore, by adopting the technical scheme provided by the embodiment of the disclosure, when one vehicle (the platform vehicle or the train) is decelerated or braked emergently, the other vehicle (the train or the platform vehicle) can also be braked emergently, so that larger frustration feeling and carelessly falling of passengers during vehicle changing are avoided; the transmission channel is not dragged greatly, so that the transmission channel is worn greatly and even falls off; in addition, a fault handling scheme of the passenger transportation device of the station trolley is provided, passengers on the station trolley can be safely and efficiently transported to a destination, and effective response to faults and emergency situations in operation is realized.
After the first station car conveys passengers to the second station car, the second station car can start to prepare for virtual grouping with the train and perform passenger transmission after virtual grouping with the train. I.e. optionally, before step S12, the method further comprises:
and S9, judging whether the train and the second platform vehicle are in a transverse synchronous state or not.
Step S12 includes: and under the condition that the train and the second station car are in a transverse synchronous state, a virtual grouping technology based on car-to-car communication is adopted, and the second station car and the train are controlled to carry out virtual grouping so as to enable the second station car and the train to keep transverse synchronous operation.
Optionally, before step S9, the method further includes:
and acquiring train number information of the train and destination station information of passengers.
And acquiring platform information of the second station platform and train number information of passengers.
And when destination station information of passengers in the train is matched with station information represented by the second station car, or train number information of passengers in the second station car is matched with train number information of the train, sending a virtual grouping instruction to the train and the second station car so as to control the train and the second station car to carry out train-to-train communication.
Through the technical scheme, the destination of the passenger on the train is matched with the platform pointed by the second platform truck, namely the passenger on the train arrives at the station and needs to get off, or the train number information of the passenger on the second platform truck is matched with the train number of the train, namely when the passenger on the second platform truck needs to get on the train, the train and the second platform truck are controlled to carry out train-to-train communication, so that a foundation is laid for virtual grouping of the following train and the platform truck.
Optionally, step S9 includes: when the speeds of the second station trolley and the train are equal, the transverse distance between the second station trolley and the train is equal in a preset time period and meets a preset distance range, and the positions of preset doors of the second station trolley and the train are matched, determining that the train and the second station trolley are in a transverse synchronous state; otherwise, determining that the train and the second station trolley are not in a transverse synchronous state.
The preset time period and the preset distance range can be set according to actual conditions. The transverse distance between the second station trolley and the train is equal in a preset time period and meets a preset distance range, namely the transverse distance between the second station trolley and the train is stable and is within a certain distance range. The preset doors are defined according to user definition, if the A doors of the train correspond to the B doors of the second station trolley, the C doors of the train correspond to the D doors of the second station trolley, and the like, and when the second station trolley is communicated with the train, the doors (such as A, C) of the train corresponding to one end of the transmission channel are required to be matched with the doors (such as B, D) of the second station trolley corresponding to the other end of the transmission channel, so that the transmission channel can laterally communicate the train with the second station trolley.
Through the technical scheme, only when the speed of the second station trolley is equal to that of the train, the transverse distance between the second station trolley and the train is equal to a preset time period and meets a preset distance range, and when the positions of the preset doors of the second station trolley and the train are matched, the train and the second station trolley are judged to be in a transverse synchronous state, the train and the second station trolley are grouped into a large train, the train and the second station trolley are enabled to keep transverse synchronous operation, the transmission channel is controlled to be laterally communicated with the train and the station trolley, the transmission of passengers between the train and the second station trolley is realized, and the safety of boarding and alighting passengers is ensured.
In practical implementation, when judging that the train and the second station trolley are not in the transverse synchronous state, the driving information of the second station trolley can be adjusted according to the driving information of the train based on the train-to-train communication until the train and the second station trolley meet the preset synchronous state, wherein the driving information comprises the current speed, the driving direction and the current position.
Optionally, after step S12, the method further includes:
controlling the second platform vehicle to acquire the distance between the train and the second platform vehicle;
and when the distance is smaller than or equal to a preset distance, adjusting the driving information of the second station trolley according to the driving information of the train until the train and the second station trolley are in a transverse synchronous state, wherein the driving information comprises the current speed, the driving direction and the current position.
The calculation of the preset distance comprises the current speed of the train, the time when the train is planned to arrive at the station, the time when the second platform vehicle is accelerated to the speed of the train, the possible real-time speed adjustment of the train and the communication delay allowance. The second platform truck calculates and obtains a preset distance according to a vehicle-mounted device controller (VOBC), when the distance between the train and the second platform truck is smaller than or equal to the preset distance (because of sampling time or communication delay, the distance between the train and the second platform truck is smaller than or possibly smaller than the preset distance), the current speed, the running direction and the current position of the second platform truck are adjusted according to the current speed, the running direction and the current position of the train until the train and the second platform truck are in a transverse synchronous state.
Through the technical scheme, when the destination of the passenger on the train is matched with the platform pointed by the second platform vehicle, namely the passenger on the train arrives at the station and needs to get off, or when the information of the number of the passengers on the second platform vehicle is matched with the number of the train, namely the passenger on the second platform vehicle needs to get on, the train and the second platform vehicle are controlled to carry out the train-to-train communication. After the train-to-train communication is carried out, the second platform truck can acquire the position information of the train, then the distance between the train and the second platform truck is acquired, and when the distance is smaller than or equal to the preset distance, the driving information of the second platform truck is adjusted according to the driving information of the train until the train and the second platform truck are in a transverse synchronous state. And then, the train and the second platform vehicle are grouped into a large train, so that the train and the second platform vehicle keep transversely synchronous running, the transmission channel is controlled to be laterally communicated with the train and the second platform vehicle, the transmission of passengers between the train and the second platform vehicle is realized, and the safe boarding and disembarking of passengers is ensured.
Optionally, the train includes a plurality of sets of first doors, and the second platform vehicle includes a set of second doors. Wherein each set of first doors may include a door through which passenger transfer between the second station car and the train is effected; two doors may also be included, through which passenger transfer between the second trolley and the train is effected, for example one door for effecting transfer of passengers on the train to the second trolley and the other door for effecting transfer of passengers on the second trolley to the train. Correspondingly, when each group of first doors comprises one door, one group of second doors also comprises one door; when each set of first doors includes two doors, a set of second doors also includes two doors.
Step S12 includes: and controlling the second station trolley and the train to carry out virtual grouping for a plurality of times, wherein each time the virtual grouping is used for enabling the second station trolley and the train to keep transversely synchronous running, the position of the second car door is matched with the position of each group of the first car door respectively.
The step S13 includes: and after each virtual marshalling, controlling a transmission channel arranged on the second door and/or the matched first door to laterally communicate the second station trolley with the train so as to transmit passengers of the second station trolley and the train through the second door, the first door and the transmission channel.
As shown in fig. 2, the above steps S12 and S13 are illustrated by taking an example that each group of the first doors includes two doors and one group of the second doors also includes two doors. In fig. 2, each cell of the train represents a car of the train; four short dashes on each car on the train represent a set of first doors, wherein every two short dashes represent one door; each four short dashed lines on the second station trolley, which are closer, represent a group of second vehicle doors, and each two short dashed lines represent one vehicle door; four long dashed lines between the train and the second platform vehicle represent the transmission path. Through the technical scheme, passengers in a plurality of carriages on the train can be respectively transmitted to the second station trolley in a multi-time grouping and multi-time transmission mode, and the passengers on the station trolley are respectively transmitted to the plurality of carriages of the train.
Optionally, the train includes a plurality of sets of first doors, and the second platform vehicle includes a plurality of sets of second doors. Similarly, each set of first doors may include a door through which passenger transfer between the second station car and the train is effected; two doors may also be included, through which passenger transfer between the second trolley and the train is effected, for example one door for effecting transfer of passengers on the train to the second trolley and the other door for effecting transfer of passengers on the second trolley to the train. Correspondingly, when each group of first doors comprises one door, one group of second doors also comprises one door; when each set of first doors includes two doors, a set of second doors also includes two doors.
Step S12 includes: the second station trolley and the train are controlled to virtually group for multiple times, and each virtual group is used for enabling the position of each group of second doors of the second station trolley to be matched with the position of a group of first doors of the train when the second station trolley and the train keep transversely synchronous running;
the step S13 includes: and after each virtual marshalling, controlling a transmission channel arranged on the first door and/or the second door which are matched with each other to laterally communicate the second station trolley with the train so as to transmit passengers of the second station trolley and the train through the second door, the first door and the transmission channel.
As shown in fig. 3, the above steps S12 and S13 are illustrated by taking an example that each group of first doors includes one door and a group of second doors also includes one door. In fig. 3, each cell of the train represents a car of the train; two short dashed lines on each car on the train represent a set of first doors; each two short dashed lines on the second station trolley, which are closer, represent a group of second vehicle doors; four long dashed lines between the train and the second platform vehicle represent the transmission path. Through the technical scheme, passengers in a plurality of carriages on the train can be respectively transmitted to different seat areas of the second station trolley in a multi-time grouping and multi-time transmission mode, and the passengers in the different seat areas on the station trolley are respectively transmitted to the plurality of carriages of the train.
Optionally, the passenger conveying system further comprises an emergency channel connected with the controller, and the method further comprises:
and under the condition that the first platform truck is transversely away from the second platform truck by a first distance, controlling the emergency passage to laterally communicate the first platform truck and the second platform truck so as to realize the transmission of passengers on the first platform truck to the second platform truck.
Through the technical scheme, the emergency channel which can be laterally communicated with the first station trolley and the second station trolley is arranged, passengers on the first station trolley are transmitted to the second station trolley through the emergency channel, the walking distance of the passengers can be reduced, and the transmission time is saved.
Optionally, the emergency channel is provided with a gate, and the method further comprises:
acquiring the total quantity of the receivable passengers of the train and the total quantity of the receivable passengers of the second station trolley;
controlling the brake to be closed when the total number of receivable passengers of the train is greater than the total number of receivable passengers of the second station car, and the number of passengers received from the first station car at the second station car is equal to the difference between the total number of receivable passengers of the second station car and the number of passengers in the second station car before the passengers are transferred;
and controlling the brake to be closed when the total number of the train-receivable passengers is smaller than the total number of the second station wagon, and when the second station wagon receives the difference between the total number of the train-receivable passengers and the number of the passengers in the second station wagon before transmitting the passengers.
According to the technical scheme, the number of the passengers received from the first platform truck is acquired in real time in the process of transmitting the passengers from the first platform truck to the second platform truck, and the number is equal to the difference between the total number of the receivable passengers of the second platform truck and the number of the passengers in the second platform truck before the passengers are transmitted or the difference between the total number of the receivable passengers of the train and the number of the passengers in the second platform truck before the passengers are transmitted, so that the second platform truck or the train is prevented from overtaking.
Optionally, after the gate is closed, the method further includes:
acquiring information of a first passenger in the second station vehicle, wherein the first passenger is a passenger transmitted from the first station vehicle to the second station vehicle;
screening out information of a second passenger in the first station trolley according to the information of the first passenger, wherein the second passenger is a passenger in the first station trolley which is not transmitted to the second station trolley;
and sending prompt information to the second passenger according to the information of the second passenger, wherein the prompt information is used for prompting the second passenger to go to a designated waiting area.
After the passenger (first passenger) on the first station trolley is transmitted to the second station trolley, the two-dimensional code of the seat conveying device of the second station trolley can be scanned, so that the passenger conveying system screens out the passenger (second passenger) which is not transmitted to the second station trolley in the first station trolley according to the seating information on the second station trolley, and sends prompt information to the passenger (second passenger) which is not transmitted to the second station trolley in the first station trolley so as to prompt the second passenger to go to a designated waiting area.
Optionally, the emergency channel is provided with a gate, and the method further comprises:
acquiring the total quantity of the receivable passengers of the train and the total quantity of the receivable passengers of the second station trolley;
acquiring the sum of the number of passengers in the first station trolley before the passengers are transmitted and the number of passengers in the second station trolley before the passengers are transmitted;
and when the total number of the receivable passengers of the train and the total number of the receivable passengers of the second station car are larger than the sum, and the number of the passengers received by the second station car from the first station car is equal to the number of the passengers in the first station car before the passengers are transmitted, controlling the gate to be closed.
According to the technical scheme, under the condition that the second station trolley or the train does not exceed the operator, when all passengers on the first station trolley are transmitted to the second station trolley, the gate is controlled to be closed.
Optionally, before step S11, the method further includes:
estimating a first time consumption of the train to travel to a first target position, wherein the first target position is a position which is a second distance away from a platform where the second station trolley is stopped;
estimating a second time consumption of the first station vehicle to travel to a second target position, wherein the second target position is a position transversely spaced from the second station vehicle by a first distance;
estimating a third time consumption of the passenger on the first station trolley to be transmitted to the second station trolley;
the step S11 includes: and controlling the first platform truck to drive to a second platform truck under the condition that the sum of the third time consumption and the second time consumption is less than the first time consumption.
According to the technical scheme, when the first platform truck is controlled to drive to the second platform truck, the first time, the second time and the third time need to be estimated, and under the condition that the sum of the third time and the second time is less than the first time, the first platform truck is controlled to drive to the second platform truck, so that the situation that passengers of the first platform truck cannot be transferred to a train even if the first platform truck is controlled to drive to the second platform truck is avoided.
Optionally, the method further comprises:
acquiring riding information of passengers, wherein the riding information comprises outbound information, destination information and train number information;
and outputting the identification information of the target station trolley on which the passenger sits according to the departure information and the train number information, and outputting the seat area number of the target station trolley on which the passenger sits according to the destination information.
When the passenger is transmitted, the station car is transferred to a specified car of the train to which the train number information points (the specified car is determined according to the destination information of the passenger) according to not only the departure information and the train number information of the passenger but also destination information, that is, the passenger who needs to realize the departure information as a station to which the station car points. Since the platform truck needs to transfer passengers to designated cars, when designing cars of the train, the train cars need to correspond to destination information; in designing a platform seat area (car), the platform seat area (car) also needs to be divided according to destination information. When the method is implemented, a passenger can scan codes on a man-machine interaction interface of the platform, input outbound information and destination information, and select corresponding train times. The passenger conveying system acquires information including outbound information, destination information and train number information, and outputs identification information of a station car on which a passenger sits and a seat area number.
Through the technical scheme, passengers are divided into the corresponding seat areas on the corresponding station trolleys according to the riding information of the passengers, and a foundation is laid for orderly and conveniently transmitting the passengers to the trains through the station trolleys.
Based on the technical conception, the present disclosure also provides a controller. Fig. 4 is a block diagram of a controller 400, according to an example embodiment. As shown in fig. 4, the controller includes:
a memory 401 on which a computer program is stored.
A processor 402 for executing the computer program in the memory to implement all or part of the steps in the passenger conveying backup method described above.
The memory 401 is used to store various types of data to support operation at the controller 400, which may include, for example, instructions for any application or method operating on the controller 400, as well as application-related data, such as contact data, messages sent and received, pictures, audio, video, and so forth. The Memory 401 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as static random access Memory (Static Random Access Memory, SRAM for short), electrically erasable programmable Read-Only Memory (Electrically Erasable Programmable Read-Only Memory, EEPROM for short), erasable programmable Read-Only Memory (Erasable Programmable Read-Only Memory, EPROM for short), programmable Read-Only Memory (Programmable Read-Only Memory, PROM for short), read-Only Memory (ROM for short), magnetic Memory, flash Memory, magnetic disk, or optical disk.
In an exemplary embodiment, the controller 400 may be implemented by one or more application specific integrated circuits (Application Specific Integrated Circuit, abbreviated ASIC), digital signal processors (Digital Signal Processor, abbreviated DSP), digital signal processing devices (Digital Signal Processing Device, abbreviated DSPD), programmable logic devices (Programmable Logic Device, abbreviated PLD), field programmable gate arrays (Field Programmable Gate Array, abbreviated FPGA), controllers, microcontrollers, microprocessors, or other electronic components for performing the passenger transportation backup method described above.
In another exemplary embodiment, a computer readable storage medium is also provided that includes program instructions that, when executed by a processor, implement the steps of the passenger conveying backup method described above. For example, the computer readable storage medium may be the memory 401 described above including program instructions executable by the processor 402 of the controller 400 to perform the passenger conveying backup method described above.
In another exemplary embodiment, a computer program product is also provided, which computer program product comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned passenger conveying backup method when being executed by the programmable apparatus.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.
In addition, the specific features described in the foregoing embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, the present disclosure does not further describe various possible combinations.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.
Claims (10)
1. A passenger conveying backup method, characterized by being applied to a controller of a passenger conveying system, the passenger conveying system further comprising a passenger conveying device connected with the controller, the passenger conveying device comprising a conveying channel and a seat conveying device, the conveying channel being arranged on a station car and/or a train, the method comprising:
under the condition that a passenger conveying device arranged on a first station trolley is failed, controlling the first station trolley to drive to a second station trolley so as to realize the transmission of passengers on the first station trolley to the second station trolley, wherein the second station trolley and the first station trolley are station trolleys which virtually group the same train at different stations respectively;
controlling the second station trolley and the train to carry out virtual grouping so as to enable the second station trolley and the train to keep transversely synchronous running;
and controlling the transmission channel to laterally communicate the second station trolley with the train so as to realize the transmission of passengers between the second station trolley and the train.
2. The method of claim 1, wherein the train includes a plurality of sets of first doors and the second platform vehicle includes a set of second doors;
the controlling the second station trolley to virtually group with the train so that the second station trolley and the train keep transversely synchronous running comprises: the second station trolley and the train are controlled to virtually group for multiple times, and the position of the second car door is matched with the position of each group of the first car door when each virtual group is used for enabling the second station trolley and the train to transversely and synchronously run;
the controlling the transmission channel to laterally communicate the second station trolley with the train to realize the transmission of passengers between the second station trolley and the train comprises: and after each virtual marshalling, controlling a transmission channel arranged on the second door and/or the matched first door to laterally communicate the second station trolley with the train so as to transmit passengers of the second station trolley and the train through the second door, the first door and the transmission channel.
3. The method of claim 1, wherein the train includes a plurality of sets of first doors and the second platform vehicle includes a plurality of sets of second doors;
the controlling the second station trolley to virtually group with the train so that the second station trolley and the train keep transversely synchronous running comprises: the second station trolley and the train are controlled to virtually group for multiple times, and each virtual group is used for enabling the position of each group of second doors of the second station trolley to be matched with the position of a group of first doors of the train when the second station trolley and the train keep transversely synchronous running;
the controlling the transmission channel to laterally communicate the second station trolley with the train to realize the transmission of passengers between the second station trolley and the train comprises: and after each virtual marshalling, controlling a transmission channel arranged on the first door and/or the second door which are matched with each other to laterally communicate the second station trolley with the train so as to transmit passengers of the second station trolley and the train through the second door, the first door and the transmission channel.
4. A method according to any one of claims 1-3, wherein the passenger conveyor system further comprises an emergency aisle connected to the controller, the method further comprising:
and under the condition that the first platform truck is transversely away from the second platform truck by a first distance, controlling the emergency passage to laterally communicate the first platform truck and the second platform truck so as to realize the transmission of passengers on the first platform truck to the second platform truck.
5. The method of claim 4, wherein the emergency path is provided with a gate, the method further comprising:
acquiring the total quantity of the receivable passengers of the train and the total quantity of the receivable passengers of the second station trolley;
controlling the brake to be closed when the total number of receivable passengers of the train is greater than the total number of receivable passengers of the second station car, and the number of passengers received from the first station car at the second station car is equal to the difference between the total number of receivable passengers of the second station car and the number of passengers in the second station car before the passengers are transferred;
and controlling the brake to be closed when the total number of the train-receivable passengers is smaller than the total number of the second station wagon, and when the second station wagon receives the difference between the total number of the train-receivable passengers and the number of the passengers in the second station wagon before transmitting the passengers.
6. The method of claim 5, wherein after the gate is closed, the method further comprises:
acquiring information of a first passenger in the second station vehicle, wherein the first passenger is a passenger transmitted from the first station vehicle to the second station vehicle;
screening out information of a second passenger in the first station trolley according to the information of the first passenger, wherein the second passenger is a passenger in the first station trolley which is not transmitted to the second station trolley;
and sending prompt information to the second passenger according to the information of the second passenger, wherein the prompt information is used for prompting the second passenger to go to a designated waiting area.
7. The method of claim 4, wherein the emergency path is provided with a gate, the method further comprising:
acquiring the total quantity of the receivable passengers of the train and the total quantity of the receivable passengers of the second station trolley;
acquiring the sum of the number of passengers in the first station trolley before the passengers are transmitted and the number of passengers in the second station trolley before the passengers are transmitted;
and when the total number of the receivable passengers of the train and the total number of the receivable passengers of the second station car are larger than the sum, and the number of the passengers received by the second station car from the first station car is equal to the number of the passengers in the first station car before the passengers are transmitted, controlling the gate to be closed.
8. A method according to any one of claims 1-3, wherein prior to controlling the first platform vehicle to drive towards the second platform vehicle, the method further comprises:
estimating a first time consumption of the train to travel to a first target position, wherein the first target position is a position which is a second distance away from a platform where the second station trolley is stopped;
estimating a second time consumption of the first station vehicle to travel to a second target position, wherein the second target position is a position transversely spaced from the second station vehicle by a first distance;
estimating a third time consumption of the passenger on the first station trolley to be transmitted to the second station trolley;
the controlling the first platform vehicle to drive toward the second platform vehicle includes: and controlling the first platform truck to drive to a second platform truck under the condition that the sum of the third time consumption and the second time consumption is less than the first time consumption.
9. A method according to any one of claims 1-3, characterized in that the method further comprises:
acquiring riding information of passengers, wherein the riding information comprises outbound information, destination information and train number information;
and outputting the identification information of the target station trolley on which the passenger sits according to the departure information and the train number information, and outputting the seat area number of the target station trolley on which the passenger sits according to the destination information.
10. A controller, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210880507.5A CN117485407A (en) | 2022-07-25 | 2022-07-25 | Passenger conveying backup method and controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210880507.5A CN117485407A (en) | 2022-07-25 | 2022-07-25 | Passenger conveying backup method and controller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117485407A true CN117485407A (en) | 2024-02-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210880507.5A Pending CN117485407A (en) | 2022-07-25 | 2022-07-25 | Passenger conveying backup method and controller |
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| Country | Link |
|---|---|
| CN (1) | CN117485407A (en) |
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2022
- 2022-07-25 CN CN202210880507.5A patent/CN117485407A/en active Pending
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