CN110626391A - Information prediction method of passenger information system - Google Patents

Information prediction method of passenger information system Download PDF

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Publication number
CN110626391A
CN110626391A CN201910925616.2A CN201910925616A CN110626391A CN 110626391 A CN110626391 A CN 110626391A CN 201910925616 A CN201910925616 A CN 201910925616A CN 110626391 A CN110626391 A CN 110626391A
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train
information
time
pis
calculating
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郜春海
温博为
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Traffic Control Technology TCT Co Ltd
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Traffic Control Technology TCT Co Ltd
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Priority to CN201910925616.2A priority Critical patent/CN110626391A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/14—Following schedules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The embodiment of the invention discloses an information prediction method of a passenger information system, which comprises the following steps: calculating a first time when the train reaches the next station according to the speed curve and the operation plan information, calculating a second time when the train reaches each warp stop station according to the operation plan information, and generating PIS information by combining the jump stop information, the car-buckling information, the passenger-clearing information and the last bus information and sending the PIS information to the ATS system; and the ATS system predicts the arrival train timetable of each platform according to the received PIS information and sends the PIS information of the first three in the arrival train timetable to the corresponding vehicle-mounted PIS so that the vehicle-mounted PIS is sent to the station PIS display screen for display. The time of arriving at the next station can be predicted in real time at any position of the train on an operation line, and the time of arriving at the next station is reported to the ATS in real time; and the train reports the time of the train arriving at the next station to the vehicle-mounted PIS and the station PIS in a unified way, so that the time sources of the train arriving at the next station displayed by the vehicle-mounted PIS and the station PIS are consistent.

Description

Information prediction method of passenger information system
Technical Field
The invention relates to the technical field of rail transit, in particular to an information prediction method of a passenger information system.
Background
The conventional PIS (Passenger Information System) prediction method in the ATS (Automatic Train Supervision) System includes the following steps:
a1, generating a train schedule: calculating a schedule of arriving trains at each platform by taking the trains as objects according to the actual arrival time and departure time reported by the trains;
a2, generating a platform schedule: the arrival and departure schedules of each train are listed by taking the platform as an object;
a3, adjusting the station schedule: adjusting the train arrival sequence in the schedule by combining the position of the train;
a4, sending PIS information: and sending the information of the first 3 trains arriving at the platform to the PIS.
Therefore, the PIS information predicted by ATS in the existing method has the following defects: the ATS predicts the time of arriving the next station only when the train arrives at or departs from the station; the ATS calculates the time of arriving at the next station by only utilizing the time of the train leaving the platform and the running time of the train in the interval; when the train runs in an interval, the ATS does not predict the time of the train reaching the next station in real time according to the current running state of the train; the predicted time of the ATS is only transmitted to the platform PIS for display, and the predicted information sources displayed by the vehicle-mounted PIS and the platform PIS are inconsistent.
Disclosure of Invention
Because the existing method has the problems, the embodiment of the invention provides an information prediction method of a passenger information system.
The embodiment of the invention provides an information prediction method of a passenger information system, which comprises the following steps:
calculating the time length of the train reaching the next station according to the speed curve and the operation plan information, calculating to obtain the first time of the train reaching the next station according to the current time and the time length, and calculating the second time of the train reaching each stop station except the next station according to the operation plan information;
generating passenger information system PIS information according to the first time, the second time, the jump stop information, the car buckling information, the passenger clearing information and the last car information, and sending the PIS information to an automatic train monitoring ATS system;
and the ATS system calculates the arrival train timetable of each platform according to the received PIS information, and sends the PIS information of the first three in the arrival train timetable to the corresponding vehicle-mounted PIS so that the vehicle-mounted PIS is sent to the station PIS display screen for display.
Optionally, the sending the PIS information to an automatic train monitoring ATS system specifically includes:
and if the communication between the current train and the ATS is interrupted, sending the PIS information to a front train and/or a rear train so as to send the PIS information to the ATS through the front train and/or the rear train.
Optionally, the information prediction method of the passenger information system further includes:
and if the current train is judged to have a fault, sending fault information to a front train and/or a rear train, sending the fault information to the ATS through the front train and/or the rear train, and displaying the fault information by the ATS.
Optionally, the calculating a time period for the train to reach the next station according to the speed curve and the operation plan information specifically includes:
if the current speed of the train is judged to be greater than 0 and smaller than the speed limit, and the current acceleration of the train is greater than 0, determining that the train is at the acceleration stage;
calculating to obtain accelerated running time according to the speed limit, the current speed and the maximum traction acceleration of the train;
calculating to obtain deceleration running time according to the speed limit and the maximum traction deceleration of the train;
calculating to obtain accelerated driving mileage according to the accelerated driving time, calculating to obtain decelerated driving mileage according to the decelerated driving time, obtaining uniform driving mileage according to the driving mileage of the next station, the accelerated driving mileage and the decelerated driving mileage, and calculating to obtain uniform driving time according to the uniform driving mileage and the speed limit;
and calculating the time length of the train reaching the next station according to the acceleration running time, the deceleration running time, the constant speed running time and the actual running time length of the train after the train starts from the platform.
Optionally, the calculating a time period for the train to reach the next station according to the speed curve and the operation plan information specifically includes:
if the current speed of the train is judged to be equal to the speed limit, determining that the train is at a constant speed stage;
calculating to obtain deceleration running time according to the speed limit and the maximum traction deceleration of the train;
calculating to obtain a deceleration driving mileage according to the deceleration driving time, obtaining a constant speed driving mileage according to the driving mileage of the next station and the deceleration driving mileage, and calculating to obtain a constant speed driving time according to the constant speed driving mileage and the speed limit;
and calculating the time length of the train reaching the next station according to the deceleration running time, the constant speed running time and the actual running time length of the train after the train starts from the platform.
Optionally, the calculating a time period for the train to reach the next station according to the speed curve and the operation plan information specifically includes:
if the current speed of the train is judged to be greater than 0 and less than the speed limit, and the current acceleration of the train is less than 0, determining that the train is in a deceleration stage;
calculating to obtain deceleration running time according to the speed limit and the maximum traction deceleration of the train;
and calculating the time length of the train reaching the next station according to the deceleration running time and the actual running time length of the train after the train starts from the platform.
Optionally, the calculating, according to the operation plan information, a second time to reach each stop station except the next stop station specifically includes:
and calculating second time for reaching each stop except the next stop according to the interval running time and the platform stopping time in the running plan information.
Optionally, the ATS system calculates an arrival train schedule of each platform according to the received PIS information, and specifically includes:
and the ATS system calculates and obtains the arrival train timetable of each platform according to the received PIS information and the actual position of the train, and sequences the arrival train timetable according to the arrival time.
Optionally, the sending the information of the first three PIS in the arrival train schedule to the corresponding vehicle-mounted PIS specifically includes:
sending the PIS information of the first three in the arrival train timetable to the corresponding vehicle-mounted PIS according to the first sending period, and sending all the PIS information in the arrival train timetable to the corresponding vehicle-mounted PIS according to the second sending period;
wherein the first transmission period is less than the second transmission period;
the PIS information comprises train arrival time, jump stop information, train buckling information, passenger clearing information and last train information.
According to the technical scheme, the first time when the train reaches the next station and the second time when the train reaches each stop station are calculated, so that the time when the train reaches the next station can be predicted at any position on an operation line in real time, and the time when the train reaches the next station can be reported to the ATS at any position on the operation line in real time; and the train reports the time of the train arriving at the next station to the vehicle-mounted PIS and the station PIS in a unified way, so that the time sources of the train arriving at the next station displayed by the vehicle-mounted PIS and the station PIS are consistent.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic flow chart illustrating an information prediction method of a passenger information system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a process of operating a train in a section according to an embodiment of the present invention;
fig. 3 is a schematic process diagram of a train running at an accelerated speed within a section according to an embodiment of the present invention;
fig. 4 is a schematic diagram illustrating a process of a train running at a constant speed in an interval according to an embodiment of the present invention;
fig. 5 is a schematic process diagram of a train operating at a reduced speed within a section according to an embodiment of the present invention;
fig. 6 is an interaction diagram of a signal control system based on vehicle-to-vehicle communication according to an embodiment of the present invention.
Detailed Description
The following further describes embodiments of the present invention with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.
Fig. 1 is a schematic flow chart illustrating an information prediction method of a passenger information system according to an embodiment, including:
s101, calculating the time length of the train reaching the next station according to the speed curve and the operation plan information, calculating the first time of the train reaching the next station according to the current time and the time length, and calculating the second time of the train reaching each stop station except the next station according to the operation plan information.
Wherein, the speed curve is a speed variation curve in the running process of the train, as shown in fig. 2.
The operation plan information is plan information of the train to operate to each station.
The time length of the train reaching the next station is the time taken for the train to reach the next station from the current position.
The first time is the time when the train reaches the next station, and the second time is the time when the train reaches other stations.
For example, when the train respectively travels from the station a to the station B, the station C and the station D, and is currently located between the station a and the station B, the time length of the train reaching the next station is the expected use time of the train from the current position to the station B, for example, 5 minutes; and calculating that 8 minutes are needed for the train to travel from the station B to the station C, and 9 minutes are needed for the train to travel from the station C to the station D. If the current value is 8: 30, the first time of traveling to the station B is 8: and 35, the second time of driving to the station C is 8: and 43, the second time of driving to the D station is 8: 52.
and S102, generating passenger information system PIS information according to the first time, the second time, the jump stop information, the car-buckling information, the passenger-clearing information and the last-class car information, and sending the PIS information to the ATS.
And S103, the ATS system calculates an arrival train timetable of each platform according to the received PIS information, and sends the PIS information of the first three in the arrival train timetable to the corresponding vehicle-mounted PIS so that the vehicle-mounted PIS is sent to a station PIS display screen for displaying.
For example, the time T (unit: second) required for the train to reach the next station is calculated every 5 seconds from the speed profile and the operation plan information by the train, and the current time T is usedCurrent timeAdding T, namely the time T of the train reaching the next stationTo the next station(ii) a And after the arrival time of the next station is calculated, the predicted arrival time of the rest of the stop stations is calculated according to the operation plan information. The train will get the next station, predict the time T to get to the next stationTo the next stationAnd PIS information such as whether to jump and stop, whether to buckle the train, whether to clear passengers and the like is sent to the vehicle-mounted PIS and is sent to the ATS through a wireless network, the arrival train timetable of each platform is calculated through the ATS logic, PIS information positioned in the front three of the timetable is sent to the PIS, and the PIS information is sent to a PIS display screen of each station for display.
In the embodiment, the first time when the train reaches the next station and the second time when the train reaches each stop station are calculated, so that the time when the train reaches the next station can be predicted in real time at any position on an operation line, and the time when the train reaches the next station can be reported to the ATS in real time at any position on the operation line; and the train reports the time of the train arriving at the next station to the vehicle-mounted PIS and the station PIS in a unified way, so that the time sources of the train arriving at the next station displayed by the vehicle-mounted PIS and the station PIS are consistent.
Further, on the basis of the above method embodiment, the sending the PIS information to an automatic train monitoring ATS system specifically includes:
and if the communication between the current train and the ATS is interrupted, sending the PIS information to a front train and/or a rear train so as to send the PIS information to the ATS through the front train and/or the rear train.
In the embodiment, based on the train-to-train communication train control system, when the communication between the train and the ATS is interrupted, the time of arriving at the next station can be reported to the ATS in real time through the front train and/or the rear train.
Further, on the basis of the above method embodiment, the information prediction method of the passenger information system further includes:
and if the current train is judged to have a fault, sending fault information to a front train and/or a rear train, sending the fault information to the ATS through the front train and/or the rear train, and displaying the fault information by the ATS.
Specifically, the train calculates the schedule of the train at any time and any place, the train can communicate with the train, and when the communication between the train and the ATS is interrupted, the train schedule can be sent to the ATS through the front train and/or the train, so that the ATS can know the running condition of each train in time.
Further, on the basis of the above method embodiment, the calculating a time period for the train to reach the next station according to the speed curve and the operation plan information specifically includes:
and if the current speed of the train is judged to be greater than 0 and less than the speed limit and the current acceleration of the train is greater than 0, determining that the train is in the acceleration stage currently.
And calculating to obtain the accelerated running time according to the speed limit, the current speed and the maximum traction acceleration of the train.
And calculating to obtain the deceleration running time according to the speed limit and the maximum traction deceleration of the train.
And calculating to obtain an accelerated driving mileage according to the accelerated driving time, calculating to obtain a decelerated driving mileage according to the decelerated driving time, obtaining a uniform driving mileage according to the driving mileage of the next station, the accelerated driving mileage and the decelerated driving mileage, and calculating to obtain a uniform driving time according to the uniform driving mileage and the speed limit.
And calculating the time length of the train reaching the next station according to the acceleration running time, the deceleration running time, the constant speed running time and the actual running time length of the train after the train starts from the platform.
And if the current speed of the train is judged to be equal to the speed limit, determining that the train is at the constant speed stage.
And calculating to obtain the deceleration running time according to the speed limit and the maximum traction deceleration of the train.
And calculating to obtain a deceleration driving mileage according to the deceleration driving time, obtaining a constant speed driving mileage according to the driving mileage of the next station and the deceleration driving mileage, and calculating to obtain the constant speed driving time according to the constant speed driving mileage and the speed limit.
And calculating the time length of the train reaching the next station according to the deceleration running time, the constant speed running time and the actual running time length of the train after the train starts from the platform.
If the current speed of the train is judged to be greater than 0 and less than the speed limit, and the current acceleration of the train is less than 0, determining that the train is in a deceleration stage;
and calculating to obtain the deceleration running time according to the speed limit and the maximum traction deceleration of the train.
And calculating the time length of the train reaching the next station according to the deceleration running time and the actual running time length of the train after the train starts from the platform.
Specifically, the running process of the train in the running interval consists of acceleration, uniform speed and deceleration. If there are multiple speed-limiting areas in the complex route of the train running section, there are multiple acceleration, uniform speed, and deceleration processes, and this embodiment only discusses the simplest case, and if there is only one speed-limiting area in the train running section, there is only one acceleration, uniform speed, and deceleration process in the train running process between two stations, as shown in fig. 2.
Before the train is on-line operated, operation plan information, speed limit information and current positioning information can be obtained. Suppose that the speed limit value in the interval obtained by the train is VmaxTime T of departure from the current stationPlan to leave the stationTime T of actual departure from current stationActual departure from a stationWhen the train has not left the station TActual departure from a stationIs equal to TPlan to leave the stationThe driving distance to the next station is M, and the maximum traction acceleration of the train is known as aAddingThe maximum braking deceleration of the train is aReducingCalculating the accelerated running time t of the trainAddingDeceleration running time tReducingAnd a constant speed running time tUniform mixingAccelerated mileage mAddingAt a constant speedMileage mUniform mixingAnd the deceleration driving mileage mReducingThe traveled distance, i.e. the actual distance traveled after the train departs from the platform, is mRunningThe running time, i.e. the actual running time of the train after the train starts from the platform, is tRunningTime T when the train arrives at the next stationTo the next station. The prediction algorithm is described in detail in three stages of train acceleration, train constant speed and train deceleration.
FIG. 3 is a schematic diagram showing the process of accelerating the train in the section when the train V is runningAt presentGreater than or equal to 0 and less than VmaxIn the acceleration phase, the values from the current position to a next platform are calculated as follows according to the above conditions:
acceleration travel time: t is tAdding＝(Vmax-VAt present)/aAdding；
Mileage of accelerated travel: m isAdding＝aAddingtAdding 2/2＝(Vmax-VAt present)2/2aAdding；
Deceleration travel time: t is tReducing＝Vmax/aReducing；
Mileage of deceleration driving: m isReducing＝aReducingtReducing 2/2＝Vmax 2/2aReducing；
Mileage of uniform driving: m isUniform mixing＝M-mAdding-mReducing-mRunning；
And (3) uniform speed driving time: t is tUniform mixing＝mUniform mixing/Vmax；
The running time of the train between two stations is as follows: t is tAdding+tUniform mixing+tReducing+tRunning。
Fig. 4 is a schematic diagram showing a process of constant speed running of a train in an interval, the running speed of the train has reached a specified speed limit value through acceleration in an acceleration stage, the train is changed to constant speed running at the moment, and when the train runs at a constant speed, the following values are calculated:
deceleration travel time: t is tReducing＝Vmax/aReducing；
Mileage of deceleration driving: m isReducing＝aReducingtReducing 2/2＝Vmax 2/2aReducing；
Mileage of uniform driving: m isUniform mixing＝M-mReducing-mRunning；
And (3) uniform speed driving time: t is tUniform mixing＝mUniform mixing/Vmax；
The running time of the train between two stations is as follows: t is tUniform mixing+tReducing+tRunning。
Fig. 5 shows a schematic diagram of a process of deceleration operation of a train in an interval, after the train runs at a constant speed for a period of time, the train needs to decelerate to enter a station and enters a train deceleration stage, and the following values can be calculated at the stage:
deceleration travel time: t is tReducing＝VAt present/aReducing；
Mileage of deceleration driving: m isReducing＝aReducingtReducing 2/2＝VAt present 2/2aReducing；
The running time of the train between two stations is as follows: t is tReducing+tRunning。
According to the running time of the train between two stations calculated when the train is in the three stages, the time when the train reaches the next station can be predicted.
Further, the calculating a second time to reach each stop station except the next stop station according to the operation plan information specifically includes:
and calculating second time for reaching each stop except the next stop according to the interval running time and the platform stopping time in the running plan information.
Specifically, the time of arrival of the train at the next station is predicted: t isTo the next station＝TActual departure from a station+t。
Further, the ATS system calculates an arrival train schedule of each platform according to the received PIS information, and specifically includes:
and the ATS system calculates and obtains the arrival train timetable of each platform according to the received PIS information and the actual position of the train, and sequences the arrival train timetable according to the arrival time.
By combining the actual position of the train, the time of the train reaching each platform can be conveniently calculated.
Further, the sending the information of the first three PIS in the arrival train schedule to the corresponding vehicle-mounted PIS specifically includes:
sending the PIS information of the first three in the arrival train timetable to the corresponding vehicle-mounted PIS according to the first sending period, and sending all the PIS information in the arrival train timetable to the corresponding vehicle-mounted PIS according to the second sending period;
wherein the first transmission period is less than the second transmission period;
the PIS information comprises train arrival time, jump stop information, train buckling information, passenger clearing information and last train information.
For example, the ATS sends the change PIS information with a period of 1 second; the entire PIS information is transmitted at a cycle of 20 seconds.
In the present embodiment, the signal control system based on train-to-train communication is a novel signal system with a train as a center, which is shown in fig. 6, and opens up a communication channel between trains. The rear vehicle in the system requests position information from the front vehicle according to the state of the rear vehicle; the rear train can automatically calculate the movement authorization and the braking curve according to the received position information of the front train, and the train schedule according to the received plan information.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
It should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (9)

1. An information prediction method for a passenger information system, comprising:
calculating the time length of the train reaching the next station according to the speed curve and the operation plan information, calculating to obtain the first time of the train reaching the next station according to the current time and the time length, and calculating the second time of the train reaching each stop station except the next station according to the operation plan information;
generating passenger information system PIS information according to the first time, the second time, the jump stop information, the car buckling information, the passenger clearing information and the last car information, and sending the PIS information to an automatic train monitoring ATS system;
and the ATS system predicts the arrival train timetable of each platform according to the received PIS information and sends the PIS information of the first three in the arrival train timetable to the corresponding vehicle-mounted PIS so that the vehicle-mounted PIS is sent to the station PIS display screen for display.
2. The information prediction method of a passenger information system according to claim 1, wherein the sending of the PIS information to an automatic train monitoring ATS system specifically comprises:
and if the communication between the current train and the ATS is interrupted, sending the PIS information to a front train and/or a rear train so as to send the PIS information to the ATS through the front train and/or the rear train.
3. The information prediction method of a passenger information system according to claim 1, further comprising:
and if the current train is judged to have a fault, sending fault information to a front train and/or a rear train, sending the fault information to the ATS through the front train and/or the rear train, and displaying the fault information by the ATS.
4. The information prediction method of a passenger information system according to claim 1, wherein the calculating a time period for a train to arrive at a next stop according to the speed profile and the operation plan information specifically comprises:
if the current speed of the train is judged to be greater than 0 and smaller than the speed limit, and the current acceleration of the train is greater than 0, determining that the train is at the acceleration stage;
calculating to obtain accelerated running time according to the speed limit, the current speed and the maximum traction acceleration of the train;
calculating to obtain deceleration running time according to the speed limit and the maximum traction deceleration of the train;
calculating to obtain accelerated driving mileage according to the accelerated driving time, calculating to obtain decelerated driving mileage according to the decelerated driving time, obtaining uniform driving mileage according to the driving mileage of the next station, the accelerated driving mileage and the decelerated driving mileage, and calculating to obtain uniform driving time according to the uniform driving mileage and the speed limit;
and calculating the time length of the train reaching the next station according to the acceleration running time, the deceleration running time, the constant speed running time and the actual running time length of the train after the train starts from the platform.
5. The information prediction method of a passenger information system according to claim 1, wherein the calculating a time period for a train to arrive at a next stop according to the speed profile and the operation plan information specifically comprises:
if the current speed of the train is judged to be equal to the speed limit, determining that the train is at a constant speed stage;
calculating to obtain deceleration running time according to the speed limit and the maximum traction deceleration of the train;
calculating to obtain a deceleration driving mileage according to the deceleration driving time, obtaining a constant speed driving mileage according to the driving mileage of the next station and the deceleration driving mileage, and calculating to obtain a constant speed driving time according to the constant speed driving mileage and the speed limit;
and calculating the time length of the train reaching the next station according to the deceleration running time, the constant speed running time and the actual running time length of the train after the train starts from the platform.
6. The information prediction method of a passenger information system according to claim 1, wherein the calculating a time period for a train to arrive at a next stop according to the speed profile and the operation plan information specifically comprises:
if the current speed of the train is judged to be greater than 0 and less than the speed limit, and the current acceleration of the train is less than 0, determining that the train is in a deceleration stage;
calculating to obtain deceleration running time according to the speed limit and the maximum traction deceleration of the train;
and calculating the time length of the train reaching the next station according to the deceleration running time and the actual running time length of the train after the train starts from the platform.
7. The information prediction method of a passenger information system according to claim 1, wherein the calculating a second time to reach each stop station other than the next stop according to the operation plan information includes:
and calculating second time for reaching each stop except the next stop according to the interval running time and the platform stopping time in the running plan information.
8. The information prediction method of a passenger information system according to claim 1, wherein the ATS system predicts the arrival train schedule of each platform according to the received PIS information, and specifically comprises:
and the ATS system predicts the arrival train timetable of each platform according to the received PIS information and the actual position of the train and sequences the arrival train timetable according to the arrival time.
9. The information prediction method of a passenger information system according to claim 1, wherein the sending of the information of the first three PIS in the arrival train schedule to the corresponding on-board PIS specifically includes:
sending the PIS information of the first three in the arrival train timetable to the corresponding vehicle-mounted PIS according to the first sending period, and sending all the PIS information in the arrival train timetable to the corresponding vehicle-mounted PIS according to the second sending period;
wherein the first transmission period is less than the second transmission period;
the PIS information comprises train arrival time, jump stop information, train buckling information, passenger clearing information and last train information.
CN201910925616.2A 2019-09-27 2019-09-27 Information prediction method of passenger information system Pending CN110626391A (en)

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