Processing method after bus driving plan enters and exits from parking lot at same side

Abstract

The invention provides a method for processing a bus driving plan after entering and exiting a parking lot at the same side. The method comprises the following steps: acquiring an original bus driving plan; the peak class with the odd number of shifts and the off-peak class with the odd number of shifts in any one of the morning peak segment and the evening peak segment are screened as adjustment classes; obtaining alternative departure time of feasible insertion shifts of the adjustment class; an integer programming model is established in an original public transport vehicle driving plan, an adjustment strategy of a class is adjusted, alternative departure time of a feasible insertion class of the class is adjusted as a decision variable of the integer programming model, and the integer programming model is solved by an adjustment target under a constraint condition to obtain a value of the decision variable; and adjusting the original bus driving plan according to the value of the decision variable to obtain a bus driving plan meeting the same-side entry and exit demand, and adjusting on the basis of the original bus driving plan to obtain a bus driving plan meeting the same-side entry and exit demand.

Description

Technical Field

[0001] The invention relates to the field of public transportation, and in particular to a post-processing method for a public transportation vehicle driving plan entering or leaving a station on the same side. Background Art

[0002] The bus driving plan is an important part of the bus operation system design. Reasonable vehicle driving plans are of great significance to the optimization of urban traffic resources and the rational operation of bus companies. In the bus driving plan, "entry and exit on the same side" refers to a specific arrangement of buses entering and exiting bus stations (such as parking lots, hubs, etc.): after completing an operating route, the bus returns to the station from one side of the station (such as the south entrance of the station), and when it sets out again to perform the next operating task, it also exits from the same side (the south exit, which is usually on the same side as the south entrance and adjacent or connected by a passage to facilitate vehicle dispatch).

[0003] The "same-side entry and exit" bus operation plan has many benefits:

[0004] ① It can improve dispatch efficiency: dispatchers can manage vehicles on the same side in a relatively centralized manner. For example, inspection, cleaning, and simple maintenance of vehicles after they enter the site can be carried out in an orderly manner. When the vehicle is ready to leave the site, it can also be more convenient to make final confirmation and arrange for the driver to get on the vehicle. There is no need to dispatch vehicles to move frequently between different sides, which reduces the complexity and time cost of the dispatch process.

[0005] ② Optimize the planning and layout of the station: From the perspective of the station's own planning, the same-side entrance and exit allows the relevant facilities on one side of the station (such as vehicle refueling, gas filling, charging facilities, vehicle maintenance pits, etc.) to be centrally located and used more efficiently. The locations of these facilities can be reasonably arranged according to the vehicle flow lines entering and exiting the station on the same side, avoiding traffic flow confusion caused by vehicles shuttling back and forth on different sides and unreasonable occupation of station space.

[0006] However, most of the bus driving plans on the market are dynamically adjusted based on the passenger flow demand. For example, CN111340406A provides a method and system for implementing a bus dynamic scheduling model based on OD passenger flow. This solution considers dynamically generating scheduling results with higher timeliness and accuracy while meeting passenger demand; WO2024174566A provides a method and system for designing a multi-model timetable for an intelligent bus system. This solution also formulates and adjusts driving plans based on established resource allocation and historical passenger flow data. There is no relevant processing solution for adjusting bus driving plans based on "entry and exit on the same side". Summary of the invention

[0007] The purpose of the present invention is to provide a method for post-processing a bus driving plan for entering and exiting a station on the same side, and to adjust the bus driving plan to meet the requirements of entering and exiting the station on the same side based on the original bus driving plan.

[0008] To achieve the above objectives, the present technical solution provides a post-processing method for a bus driving plan for entering and exiting the site on the same side, comprising the following steps: obtaining the original bus driving plan; identifying the class type of each class in the original bus driving plan and the number of classes of each class, wherein the class type is any one of a peak class and a non-peak class; screening peak classes with an odd number of classes in either the morning peak period or the evening peak period, and non-peak classes with an odd number of classes as adjustment classes; obtaining alternative departure times for feasible insertion of classes for the adjustment classes; building an integer programming model in the original bus driving plan, taking the adjustment strategy of the adjustment class and the alternative departure times for feasible insertion of classes for the adjustment class as decision variables of the integer programming model, solving the integer programming model under constraints with the adjustment target to obtain the values ​​of the decision variables, and adjusting the original bus driving plan with the values ​​of the decision variables to obtain a bus driving plan that meets the requirements for entering and exiting the site on the same side.

[0009] In the second aspect, the present scheme provides a post-processing device for a bus driving plan for entering and exiting the site on the same side, comprising: a plan acquisition unit, used to acquire the original bus driving plan; a class identification unit, used to identify the class type of each class in the original bus driving plan and the number of classes of each class, wherein the class type is any one of a peak class and a non-peak class; a class screening and adjustment unit, used to screen peak classes with an odd number of classes in any of the morning peak period and the evening peak period, and non-peak classes with an odd number of classes as adjustment classes; an alternative departure time acquisition unit, used to acquire alternative departure times for feasible insertion of classes for the adjustment class; an adjustment unit, used to build an integer programming model based on the original bus driving plan, with the adjustment strategy of the adjustment class and the alternative departure times for feasible insertion of classes for the adjustment class as decision variables of the integer programming model, with the adjustment target solving the integer programming model under the constraint condition to obtain the value of the decision variable, and with the value of the decision variable to adjust the original bus driving plan to obtain a bus driving plan that meets the requirements of entering and exiting the site on the same side.

[0010] In a third aspect, the present solution provides an electronic device including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the method for post-processing the bus driving plan entering and leaving the station on the same side.

[0011] In a fourth aspect, the present solution provides a readable storage medium, in which a computer program is stored. The computer program includes a program code for controlling a process to execute a process, and the process includes the method for post-processing the entry and exit on the same side of the bus driving plan.

[0012] Compared with the prior art, this technical solution has the following characteristics and beneficial effects:

[0013] This solution can adjust the entry and exit on the same side, greatly improving the efficiency of bus operation management. In traditional bus operations, the chaos of vehicles entering and exiting the station may lead to scheduling difficulties, waste of resources and other problems. However, this solution ensures that vehicles are operated from the same side of the station when they return to the station after completing their operating tasks and depart again through precise shift adjustments and optimization, making the driving routes and parking positions of vehicles in the station more regular and orderly. This helps bus companies manage vehicles more efficiently, arrange driver shifts, and allocate maintenance resources, etc., reducing time loss and increased management costs caused by chaos in entering and exiting the station, and realizing refined and scientific operation management. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a flow chart of the steps of the post-processing method for the bus vehicle driving plan entering and leaving the site on the same side provided in this solution.

[0015] Figure 2 This is the structural framework diagram of the post-processing device for entering and leaving the site on the same side of the bus driving plan provided in this solution.

[0016] Figure 3 It is a schematic diagram of the hardware structure of the electronic device provided by this solution. DETAILED DESCRIPTION

[0017] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field belong to the scope of protection of the present invention.

[0018] Those skilled in the art should understand that, in the disclosure of the present invention, the orientation or position relationship indicated by the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. are based on the orientation or position relationship shown in the drawings, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, the above terms should not be understood as limiting the present invention.

[0019] Embodiment 1

[0020] This scheme provides a method for post-processing the entry and exit of a bus driving plan on the same side. The original bus driving plan is analyzed to identify the types of each class, the feasible and adjustable alternative time sets of each class, and the working hours of each class. A mixed integer programming model for post-processing of the entry and exit on the same side is built based on the identified parameters. The original bus driving plan is adjusted with the goal of "minimizing the change in the total number of classes, minimizing the difference in working hours between the morning peak and evening peaks of the peak class, and minimizing the stop time after the change" to obtain a bus driving plan that meets the entry and exit requirements on the same side.

[0021] Before introducing this plan in detail, the important concepts of the bus driving plan involved in this plan are introduced:

[0022] Circle: is a concept used to organize and arrange bus line operations. It is used to describe the departure plan and segmentation of the bus route within a specific time period. It is divided into upward circles and downward circles according to the upward and downward directions. The upward circle refers to the collection of all upward departure times in the upward direction (for example, from the suburbs of the city to the city center) during the operation of the bus from the starting station to the terminal station on the bus line; the downward circle is the collection of all downward departure times in the downward direction (for example, from the city center to the suburbs of the city) during the operation of the bus from the terminal station back to the starting station.

[0023] Schedule: It is a basic unit determined by the departure time and one-way time. When a bus departs at a departure time in the upward circle and completes a one-way trip from the starting station to the terminal station, it constitutes an upward schedule; similarly, when a bus departs at a departure time in the downward circle and completes a one-way trip from the terminal station to the starting station, it constitutes a downward schedule.

[0024] A shift is a complete chain of up and down shifts, corresponding to the set of consecutive operating shifts in the bus driving plan. For example, a bus starts operating in the morning and completes multiple round trips in sequence (each round trip includes an up shift and a down shift). This series of consecutive shifts constitutes a shift.

[0025] Classes can be divided into different types according to their operating time periods: peak classes, all-day classes, morning and afternoon classes, and skipping classes:

[0026] Peak shift: It is mainly set up to meet the operational needs of urban traffic peak hours. It is usually divided into two sections: morning peak and evening peak. Each section is composed of a series of up and down circles connected end to end. Peak shift has no shifts in the circle between the morning peak and evening peak. The characteristic of this type of shift is to provide high-density bus services during peak hours with concentrated passenger flow to quickly evacuate or transport a large number of passengers. For example, on weekdays from 7 to 9 in the morning (morning peak) and 5 to 7 in the afternoon (evening peak), the peak shift will increase the frequency of departure to meet the commuting needs of office workers. The processing solution of this plan needs to process the two sections of the morning peak and the evening peak so that they both meet the requirements of the same side entry and exit.

[0027] Full-day shift: It consists of a series of shifts in upstream and downstream circles connected end to end. The working hours cover a longer period of time in the day, and the general working hours are 6-9 hours.

[0028] Morning and afternoon shifts: consist of a series of shifts in upstream and downstream circles connected end to end, mainly covering part of the morning or afternoon time period, and the length of working hours is determined according to the actual operating period covered.

[0029] Skip shift: It consists of a series of shifts in the up and down circles connected end to end. The total working hours are relatively long and may reach 14 hours or even longer. Due to its long working hours, the general bus company will arrange three drivers to take turns driving the same vehicle to complete the operation tasks of two skip shifts. Due to the particularity of the operation arrangement, the number of skip shifts must be an even number to ensure the reasonable shifts of drivers and the normal deployment of vehicles.

[0030] The essence of this plan's handling of the same-side entry and exit of the bus driving plan is the requirement for the number of shifts. Since the requirement for the same-side entry and exit is that the bus operates from the same side of the station when returning to the station after completing its operating tasks and when setting out again to perform its tasks, it is essentially a requirement for the number of shifts: that is, the total number of shifts for each shift must be an even number, and the number of two shifts in the peak shift must also be an even number.

[0031] For general classes (non-peak classes), the total number of classes needs to be an even number. This is because in the mode of entering and exiting on the same side, the vehicle returns to the station after completing a class. If the total number of classes is an even number, the vehicle will eventually complete all operational tasks on the same side of the station, which is convenient for unified management and scheduling. For peak classes, it is necessary to ensure that the number of classes in both sections is an even number: taking the morning peak as an example, if the number of classes during the morning peak is an odd number, then after the morning peak, the distribution status of the vehicles in the station will be inconsistent with the status after the end of other even-numbered classes, which is not conducive to the subsequent vehicle scheduling and management; similarly, the number of classes during the evening peak period also needs to be an even number, so as to ensure that during the entire peak class operation, whether in the morning peak, the middle non-peak period (there is no class between the two sections of the peak class) or the evening peak, the vehicles can be orderly deployed and arranged in the station according to the requirements of entering and exiting on the same side, ensuring the efficiency and smoothness of public transportation operations.

[0032] Based on the scheduling requirements for the bus driving plans entering and exiting the same side, such as Figure 1 As shown, this scheme proposes a post-processing method for bus driving plan entering and exiting the station on the same side, including the following steps:

[0033] Obtain the original bus driving plan;

[0034] Identify the type of each class in the original bus driving plan and the number of classes of each class, where the class type is either a peak class or a non-peak class;

[0035] Select peak shifts with an odd number of shifts in either the morning peak period or the evening peak period, and non-peak shifts with an odd number of shifts as adjustment shifts;

[0036] Get the alternative departure time of the feasible inserted shift for adjusting the shift;

[0037] An integer programming model is built in the original bus driving plan, and the adjustment strategy of the adjustment class and the alternative departure time of the adjusted class that can be inserted into the class are used as decision variables of the integer programming model. The integer programming model is solved under the constraint conditions with the adjustment target to obtain the value of the decision variable, and the original bus driving plan is adjusted with the value of the decision variable to obtain the bus driving plan that meets the entry and exit needs on the same side.

[0038] In the step of "obtaining the original bus driving plan", the original bus driving plan includes the shift information, frequency information and circle information in the current bus driving plan, wherein the shift information records multiple shifts in the current bus driving plan and the working hours of each shift, the shift information records the number of shifts of each shift, the departure time of each shift and the one-way time, and the circle information includes up circles and down circles.

[0039] The original bus driving plan in this plan refers to the bus driving plan that needs to be adjusted to meet the entry and exit requirements on the same side. In order to facilitate the management of vehicles and staff, the operation requirements of buses entering and exiting on the same side need to be met in the actual bus operation management process.

[0040] In the step of "identifying the types of each class in the original bus driving plan", the classes that do not have classes in the operating time period between the morning peak period and the evening peak period are identified as peak classes, and the classes that are not identified as peak classes are identified as non-peak classes. Since the same-side entry and exit requirements of this plan require that the number of classes that meet the peak class in either the morning peak period or the evening peak period is an even number, this plan needs to first identify whether the class is a peak class or a non-peak class. The time periods of the morning peak period and the evening peak period are set and adjusted according to the actual situation.

[0041] Of course, non-peak shifts can be further identified as full-day shifts, morning and afternoon shifts, and skipping shifts according to the working hours of the shifts. Furthermore, in the step of "shifts that are not identified as peak shifts are identified as non-peak shifts", non-peak shifts with working hours of 6 to 9 hours are identified as full-day shifts, non-peak shifts with working hours greater than 10 hours are identified as skipping shifts, and non-peak shifts whose operating time period covers part of the morning and afternoon are identified as morning and afternoon shifts.

[0042] In the embodiment of this solution, the difference between the exit time and insertion time of the non-peak shift is taken as the working hours. For example, if a non-peak shift starts the first shift of the day at 8 am (insertion time) and ends the last shift at 7 pm (exit time), by calculating the difference between the two as 11 hours, it is judged that the non-peak shift may belong to a skipping shift or a morning and afternoon shift.

[0043] In the step of "screening peak shifts with an odd number of shifts in either the morning peak period or the evening peak period, and non-peak shifts with an odd number of shifts as adjustment shifts", check the number of shifts in the morning peak period and the number of shifts in the evening peak period of each peak shift. If the number of shifts in the morning peak period and the number of shifts in either the evening peak period of the current peak shift is an odd number, define the current peak shift as an adjustment shift; check the number of shifts of each non-peak shift. If the number of shifts of the current non-peak shift is an odd number, define the current non-peak shift as an adjustment shift.

[0044] Since this plan is to adjust the same-side entry and exit requirements of each shift by increasing or decreasing the number of shifts, if the shift reduction method is adopted to meet the same-side entry and exit requirements of the adjusted shift, in order to ensure the continuity of the shift as much as possible, the adjustment strategy is defined as: reducing the first or last shift of the adjusted shift; if the shift increase method is adopted to meet the same-side entry and exit requirements of the adjusted shift, the adjustment strategy is defined as: inserting a feasible insertion shift into the adjusted shift. However, considering that inserting a new shift into the adjusted shift may affect the rationality and feasibility of the overall adjusted shift in the operation process, this plan needs to first obtain a reasonable alternative departure time for the feasible insertion shift.

[0045] Correspondingly, in the step of "obtaining alternative departure times for feasible inserted shifts in the adjusted shift", the feasible inserted shift is a newly added shift inserted in the adjusted shift.

[0046] How to obtain the alternative departure time:

[0047] Take the middle value of the adjacent departure times of all the sub-circles in the original bus driving plan as the initial candidate time;

[0048] Determine the subcircle before the insertion subcircle of each adjusted shift, traverse the initial candidate time of the current subcircle and select the initial candidate time that meets the first screening condition as the candidate departure time, wherein the first screening condition is that the difference between the departure time of the first shift of the adjusted shift and the initial candidate time is greater than the one-way time of the first shift, and the initial candidate time is earlier than the earliest departure time of the first shift of all shifts in the direction of the subcircle;

[0049] Determine the circle after the exit circle of each adjusted shift, traverse the initial alternative times of the current circle and select the initial alternative times that meet the second screening condition as the alternative departure time, wherein the second screening condition is that the difference between the departure time of the last shift of the adjusted shift and the initial alternative time is greater than the one-way time of the last shift, and the initial alternative time is later than the latest departure time of the last shift of all shifts in the circle direction of the circle.

[0050] For the adjustment shifts that need to insert feasible insertion shifts, the circle before the insertion circle of each adjustment shift refers to a complete circle that is located before the position of the planned feasible insertion shift on the timeline and is closest to the position of the feasible insertion shift according to the established operation order of the adjustment shift; for example, if the operation process of an adjustment shift is to go through several upward circles before entering the downward circle, when considering inserting a new shift at a specific position in a downward circle, then the nearest complete circle before this position (which may be an upward circle) is the circle before the insertion circle.

[0051] The circle after each adjustment shift's exit circle refers to the next complete circle in chronological order after the adjustment shift completes all scheduled shifts according to the normal operation process. For example, when an adjustment shift completes the operation of the last downward circle, the next upward circle that is about to start operation is the circle after the adjustment shift exits the circle. The purpose of determining this circle is to be able to judge the feasibility of the newly added feasible inserted shift after the adjustment shift ends based on the relevant information of the circle when adding a new shift to the adjustment shift.

[0052] Regarding the acquisition of initial alternative times: for example, in a certain lap, there are two adjacent departure times at 9:00 am and 9:15 am, then the time in the middle, 9:07:30 am (7 minutes and 30 seconds after 9 o'clock), will be used as an initial alternative time. In this way, a series of equally spaced alternative points can be generated in the time series of each lap, providing a basis for subsequent screening.

[0053] Regarding the acquisition of the alternative departure time of the sub-circle before the insertion of the sub-circle: the first screening condition needs to meet the difference between the departure time of the first shift of the adjusted class and the initial alternative time is greater than the one-way time of the feasible insertion class, which is to ensure that after the insertion of the feasible insertion class, the bus vehicles of the current feasible insertion class have enough time to complete the operation task of the previous class. For example, if the departure time of the first shift of a certain adjusted class is 10:00 am and the one-way time is 45 minutes, then the alternative departure time must be earlier than 9:15 am (10:00 minus 45 minutes) to meet the first screening condition; at the same time, the first screening condition also needs to meet the alternative departure time to be greater than the earliest departure time of all classes in the direction of the sub-circle, which is to ensure that the newly inserted feasible insertion class will not conflict with the normal operation of other classes in the sub-circle. For example, if the earliest departure time of other classes in the direction of the sub-circle is 9:00 am, then the alternative departure time must be greater than 9:00 am.

[0054] Regarding the acquisition of the alternative departure time of the sub-circle after exiting the sub-circle: the second screening condition needs to meet the difference between the departure time of the last shift of the adjusted class and the initial alternative time is greater than the one-way time of the last shift. This is to ensure that the bus has enough time to rest, maintain and other operations after completing the operation of the last shift of the current adjusted class, and then start the operation of the newly inserted class. For example, if the departure time of the latest class of a certain adjusted class is 5:00 pm and the one-way time is 45 minutes, then the alternative departure time must be later than 5:45 pm (5:00 plus 45 minutes) to meet the requirements; at the same time, the second screening condition also needs to meet the alternative departure time is less than the latest departure time of all classes in the direction of the sub-circle. This is also to maintain the operational continuity of the entire sub-circle and avoid the newly inserted class disrupting the normal operation rhythm of other classes. For example, if the latest departure time of all classes in the direction of the sub-circle is 6:00 pm, then the alternative departure time must be less than 6:00 pm.

[0055] It should be noted that if it is for peak shifts, then in the step of obtaining the alternative departure times for the feasible inserted shifts of the adjusted shifts, the morning peak segment and evening peak segment of the peak shift are used as basic units to obtain the alternative departure times for the feasible inserted shifts respectively.

[0056] In the step of "building an integer programming model based on the original bus driving plan", since this plan is to adjust the original bus driving plan, it is necessary to build an integer programming model based on the original bus driving plan and perform decision calculations later.

[0057] Specifically, in the step of "taking the adjustment strategy of the adjusted shift and the alternative departure time of the feasible inserted shift of the adjusted shift as the decision variables of the integer programming model", define whether the non-peak shift increases the shift at the alternative departure time of the circle as the first decision variable, define whether the non-peak shift reduces the shift by reducing the departure time of the circle as the second decision variable, define whether the peak period of the peak shift increases the shift at the alternative departure time of the circle as the third decision variable, and define whether the peak period of the peak shift reduces the shift by reducing the departure time of the circle as the fourth decision variable, where the reduced departure time is the departure time of the first or last train of the adjusted shift, and the first decision variable, the second decision variable, the third decision variable and the fourth decision variable are all 0-1 variables, where the peak period is the morning peak period or the evening peak period that needs to be adjusted for the peak shift.

[0058] Specifically, the definition of decision variables is as follows:

[0059] ①The first decision variable x ijk : Indicates whether off-peak class i adds additional service at the alternative departure time k of circle j;

[0060] ②The second decision variable y ijk , indicating whether off-peak class i reduces the frequency of departure at reduced departure time k in sub-circle j;

[0061] ③The third decision variable z isjk , indicating whether the peak period s of peak class i increases the frequency of the alternative departure time k of circle j;

[0062] ③The fourth decision variable w isjk , indicating whether the peak period s of peak class i reduces the frequency of departure at the reduced departure time k of circle j.

[0063] For non-peak shifts, the first decision variable and the second decision variable can clearly reflect the decision-making situation of adjusting the non-peak shifts at different lap times and departure times, where x ijk If it is 1, it means that an additional trip is added to the alternative departure time k of the circle j for the non-peak class i, where y ijk This means that the reduced departure time k in circle j means one less trip for non-peak class i.

[0064] For peak shifts, the third and fourth decision variables can clearly reflect the decision-making situation of adjusting the peak shifts during peak hours at different circles and departure times. This allows accurate schedule adjustment decisions to be made for peak shifts during their special peak operating periods, ensuring that bus services during peak hours can better meet passenger flow demand while meeting the same-side entry and exit requirements.

[0065] In some embodiments, the adjustment objectives of the integer programming model are set as follows: the minimum change in the total number of shifts, the minimum difference in working hours between the morning and evening peaks of the peak shift, and the shortest stop time after the change. "The minimum change in the total number of shifts" is to maintain the relative stability of bus operations and avoid excessive impact on the operation management of the bus company and the travel habits of passengers due to excessive adjustments to the shifts; "the minimum difference in working hours between the morning and evening peaks of the peak shift" is to avoid excessive concentration of operating resources during a peak period of the peak shift, while resources are relatively insufficient during another peak period, so as to improve the overall efficiency and quality of bus services during peak periods and better cope with the tidal characteristics of urban traffic. "Short stop time after the change" is to reduce vehicle delays or unnecessary stops at stations that may be caused by adjusting the driving plan, and ensure that public transportation vehicles can run more smoothly.

[0066] In some embodiments, the constraints are set as the uniqueness constraint of inserted shifts, the number constraint of shift adjustment, the working time requirement constraint, the number constraint of skipped shifts and the departure order constraint of adjacent circles, wherein the uniqueness constraint of inserted shifts means that only one shift can be inserted into any alternative departure time of any circle, ensuring that when adjusting the driving plan, multiple new shifts will not appear at the same time and location, thus avoiding vehicle scheduling conflicts and operational chaos; wherein the number constraint of shift adjustment means that only one shift can be inserted or one shift can be reduced for non-peak shifts, and only one shift can be inserted or one shift can be reduced during the peak hours of peak shifts; wherein the working time requirement The requirement constraint is that the working hours of non-peak shifts after increasing or reducing the frequency of shifts meet the working hour requirements, and the working hours of peak shifts after increasing or reducing the frequency of shifts meet the working hour requirements, so as to avoid drivers working too long or too short hours, which not only protects the labor rights and interests of drivers, but also ensures the quality and sustainability of public transportation services; the number of skip shifts is constrained by that the number of skip shifts in non-peak shifts is an even number, which helps to balance the shift allocation of drivers; the departure order constraint of adjacent circles is that the departure order of the shifts in adjacent upward and downward circles is consistent, which helps to maintain the continuity and logic of the operation of public transportation vehicles between different circles.

[0067] In some embodiments, the present solution uses an integer constraint programming solver to solve the integer programming model under constraints with an adjusted target to obtain the value of the decision variable. Specifically, the integer constraint programming solver generates an initial solution based on the original bus driving plan, and evaluates whether the initial solution satisfies the constraints and the value of the objective function of the adjusted target. If the initial solution does not meet the requirements, the value of the decision variable is adjusted to generate a new solution, and the new solution is re-evaluated to see whether it satisfies the constraints and the value of the objective function of the adjusted target to obtain a feasible solution that satisfies all constraints. Under the constraints, the value of the decision variable is iteratively optimized to make the target value of the adjusted target better to obtain an optimal solution, and finally the optimal optimal solution is output as the value of the decision variable.

[0068] Embodiment 2

[0069] Based on the same idea, refer to Figure 2 The present application also proposes a post-processing device for a bus vehicle entering or leaving the station on the same side of a driving plan, comprising:

[0070] A plan acquisition unit is used to acquire the original public transport vehicle driving plan;

[0071] A class identification unit is used to identify the class type of each class in the original bus driving plan and the number of classes of each class, wherein the class type is either a peak class or a non-peak class;

[0072] The unit for selecting and adjusting shifts is used to select peak shifts with an odd number of shifts in either the morning peak period or the evening peak period, and non-peak shifts with an odd number of shifts as adjustment shifts;

[0073] Get the alternative departure time unit, which is used to get the alternative departure time of the feasible inserted shift for adjusting the shift;

[0074] The adjustment unit is used to build an integer programming model in the original bus driving plan, take the adjustment strategy of the adjustment class and the alternative departure time of the feasible inserted class of the adjustment class as the decision variables of the integer programming model, solve the integer programming model under the constraint conditions with the adjustment target to obtain the value of the decision variable, and adjust the original bus driving plan with the value of the decision variable to obtain the bus driving plan that meets the entry and exit requirements on the same side.

[0075] The contents of the second embodiment that are the same as those of the first embodiment will not be described in detail here.

[0076] Embodiment 3

[0077] This embodiment also provides an electronic device, referring to Figure 3 , including a memory 404 and a processor 402, wherein the memory 404 stores a computer program, and the processor 402 is configured to run the computer program to execute the steps in any one of the above-mentioned embodiments of the method for post-processing the same-side entry and exit of a bus driving plan.

[0078] Specifically, the processor 402 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0079] Among them, the memory 404 may include a large capacity memory 404 for data or instructions. By way of example and not limitation, the memory 404 may include a hard disk drive (HDD), a floppy disk drive, a solid state drive (SSD), a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory 404 may include a removable or non-removable (or fixed) medium. Where appropriate, the memory 404 may be inside or outside the data processing device. In a specific embodiment, the memory 404 is a non-volatile memory. In a specific embodiment, the memory 404 includes a read-only memory (ROM) and a random access memory (RAM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (Programmable Read-Only Memory, PROM for short), an erasable PROM (Erasable Programmable Read-Only Memory, EPROM for short), an electrically erasable PROM (Electrically Erasable Programmable Read-Only Memory, EEPROM for short), an electrically alterable ROM (Electrically Alterable Read-Only Memory, EAROM for short) or a flash memory (FLASH) or a combination of two or more of these. Under appropriate circumstances, the RAM can be a static random access memory (Static Random-Access Memory, abbreviated as SRAM) or a dynamic random access memory (Dynamic Random Access Memory, abbreviated as DRAM), wherein the DRAM can be a fast page mode dynamic random access memory 404 (Fast Page Mode Dynamic Random Access Memory, abbreviated as FPMDRAM), an extended data output dynamic random access memory (Extended Date Out Dynamic Random Access Memory, abbreviated as EDODRAM), a synchronous dynamic random access memory (Synchronous Dynamic Random-Access Memory, abbreviated as SDRAM), etc.

[0080] The memory 404 may be used to store or cache various data files required for processing and / or communication, as well as possible computer program instructions executed by the processor 402 .

[0081] The processor 402 reads and executes the computer program instructions stored in the memory 404 to implement any one of the methods for post-processing the same-side entry and exit of the bus driving plan in the above-mentioned embodiments.

[0082] Optionally, the electronic device may further include a transmission device 406 and an input / output device 408 , wherein the transmission device 406 is connected to the processor 402 , and the input / output device 408 is connected to the processor 402 .

[0083] The transmission device 406 can be used to receive or send data via a network. The specific examples of the above-mentioned network may include a wired or wireless network provided by a communication provider of the electronic device. In one example, the transmission device includes a network adapter (Network Interface Controller, referred to as NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission device 406 can be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0084] The input and output device 408 is used to input or output information. In this embodiment, the input information may be the original bus driving plan, and the output information may be the bus driving plan that meets the same side entry and exit.

[0085] Optionally, in this embodiment, the processor 402 may be configured to perform the following steps through a computer program:

[0086] Obtain the original bus driving plan;

[0087] Identify the type of each class in the original bus driving plan and the number of classes of each class, where the class type is either a peak class or a non-peak class;

[0088] Select peak shifts with an odd number of shifts in either the morning peak period or the evening peak period, and non-peak shifts with an odd number of shifts as adjustment shifts;

[0089] Get the alternative departure time of the feasible inserted shift for adjusting the shift;

[0090] An integer programming model is built in the original bus driving plan, and the adjustment strategy of the adjustment class and the alternative departure time of the adjusted class that can be inserted into the class are used as decision variables of the integer programming model. The integer programming model is solved under the constraint conditions with the adjustment target to obtain the value of the decision variable, and the original bus driving plan is adjusted with the value of the decision variable to obtain the bus driving plan that meets the entry and exit needs on the same side.

[0091] It should be noted that the specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementation modes, and this embodiment will not be described in detail here.

[0092] In general, various embodiments may be implemented in hardware or dedicated circuits, software, logic, or any combination thereof. Some aspects of the invention may be implemented in hardware, while other aspects may be implemented in firmware or software that may be executed by a controller, microprocessor, or other computing device, but the invention is not limited thereto. Although various aspects of the invention may be shown and described as block diagrams, flow charts, or using some other graphical representation, it should be understood that, as non-limiting examples, the boxes, devices, systems, techniques, or methods described herein may be implemented in hardware, software, firmware, dedicated circuits or logic, general-purpose hardware or controllers or other computing devices, or some combination thereof.

[0093] Embodiments of the present invention can be implemented by computer software, which is executable by a data processor of a mobile device, such as in a processor entity, or implemented by hardware, or implemented by a combination of software and hardware. Computer software or programs (also referred to as program products) including software routines, applets and / or macros can be stored in any device readable data storage medium, and they include program instructions for performing specific tasks. Computer program products can include one or more computer executable components configured to perform embodiments when the program is running. One or more computer executable components can be at least one software code or a part thereof. In addition, at this point, it should be noted that any box of the logic flow in the figure can represent a program step, or interconnected logic circuits, boxes and functions, or a combination of program steps and logic circuits, boxes and functions. Software can be stored in physical media such as memory chips or storage blocks implemented in processors, magnetic media such as hard disks or floppy disks, and optical media such as, for example, DVDs and data variants thereof, CDs. Physical media are non-transient media.

[0094] Those skilled in the art should understand that the technical features of the above embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0095] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A method for post-processing a bus vehicle's driving plan for entering or leaving a station on the same side, characterized in that: The following steps are involved: Obtain the original bus driving plan; Identify the type of each class in the original bus driving plan and the number of classes of each class, where the class type is either a peak class or a non-peak class; Select peak shifts with an odd number of shifts in either the morning peak period or the evening peak period, and non-peak shifts with an odd number of shifts as adjustment shifts; Get the alternative departure time of the feasible inserted shift for adjusting the shift; An integer programming model is built in the original bus driving plan, and the adjustment strategy of the adjustment class and the alternative departure time of the adjusted class that can be inserted into the class are used as decision variables of the integer programming model. The integer programming model is solved under the constraint conditions with the adjustment target to obtain the value of the decision variable, and the original bus driving plan is adjusted with the value of the decision variable to obtain the bus driving plan that meets the entry and exit needs on the same side.

2. The method for post-processing the same-side entry and exit of a public transport vehicle driving plan according to claim 1, characterized in that: The original bus driving plan includes the shift information, frequency information and circle information in the current bus driving plan, wherein the shift information records the multiple shifts in the current bus driving plan and the working hours of each shift, the shift information records the number of shifts of each shift, the departure time of each shift and the one-way time, and the circle information includes the up circles and the down circles.

3. The method for post-processing the same-side entry and exit of a public transport vehicle driving plan according to claim 1, characterized in that: The shifts that do not have any shifts during the operating time period between the morning peak period and the evening peak period are identified as peak shifts, and the shifts that are not identified as peak shifts are identified as non-peak shifts.

4. The method for post-processing the same-side entry and exit of a public transport vehicle driving plan according to claim 1, characterized in that: The middle value of the adjacent departure times of all the sub-circles in the original bus driving plan is taken as the initial alternative time; Determine the subcircle before the insertion subcircle of each adjusted shift, traverse the initial candidate time of the current subcircle and select the initial candidate time that meets the first screening condition as the candidate departure time, wherein the first screening condition is that the difference between the departure time of the first shift of the adjusted shift and the initial candidate time is greater than the one-way time of the first shift, and the initial candidate time is earlier than the earliest departure time of the first shift of all shifts in the direction of the subcircle; Determine the circle after the exit circle of each adjusted shift, traverse the initial alternative times of the current circle and select the initial alternative times that meet the second screening condition as the alternative departure time, wherein the second screening condition is that the difference between the departure time of the last shift of the adjusted shift and the initial alternative time is greater than the one-way time of the last shift, and the initial alternative time is later than the latest departure time of the last shift of all shifts in the circle direction of the circle.

5. The method for post-processing the same-side entry and exit of a public transport vehicle driving plan according to claim 1, characterized in that: The first decision variable defines whether the non-peak class increases the frequency of the alternative departure time of the circle, the second decision variable defines whether the non-peak class reduces the frequency of the circle by reducing the departure time, the third decision variable defines whether the peak period of the peak class increases the frequency of the alternative departure time of the circle, and the fourth decision variable defines whether the peak period of the peak class reduces the frequency of the circle by reducing the departure time. The reducing departure time means adjusting the departure time of the first or last train of the class, and the first decision variable, the second decision variable, the third decision variable and the fourth decision variable are all 0-1 variables, and the peak period is the morning peak period or the evening peak period that needs to be adjusted for the peak class.

6. The method for post-processing the same-side entry and exit of a public transport vehicle driving plan according to claim 1, characterized in that: The adjustment objectives of the integer programming model are set as follows: the minimum change in the total number of shifts, the minimum difference in working hours between the morning and evening peak shifts, and the minimum stop time after the change.

7. The method for post-processing the same-side entry and exit of a public transport vehicle driving plan according to claim 1, characterized in that: The constraints set are the uniqueness constraint of inserted shifts, the number constraint of shift adjustment, the working time requirement constraint, the number constraint of skipped shifts and the departure order constraint of adjacent circles.

8. A post-processing device for a bus vehicle's driving plan entering or leaving the station on the same side, characterized in that: include: A plan acquisition unit is used to acquire the original public transport vehicle driving plan; A class identification unit is used to identify the class type of each class in the original bus driving plan and the number of classes of each class, wherein the class type is either a peak class or a non-peak class; The unit for selecting and adjusting shifts is used to select peak shifts with an odd number of shifts in either the morning peak period or the evening peak period, and non-peak shifts with an odd number of shifts as adjustment shifts; Get the alternative departure time unit, which is used to get the alternative departure time of the feasible inserted shift for adjusting the shift; The adjustment unit is used to build an integer programming model in the original bus driving plan, take the adjustment strategy of the adjustment class and the alternative departure time of the feasible inserted class of the adjustment class as the decision variables of the integer programming model, solve the integer programming model under the constraint conditions with the adjustment target to obtain the value of the decision variable, and adjust the original bus driving plan with the value of the decision variable to obtain the bus driving plan that meets the entry and exit requirements on the same side.

9. An electronic device comprising a memory and a processor, characterized in that: The memory stores a computer program, and the processor is configured to run the computer program to execute the method for post-processing the same-side entry and exit of a public transport vehicle driving plan according to any one of claims 1 to 8.

10. A readable storage medium, characterized in that: The readable storage medium stores a computer program, which includes a program code for controlling a process to execute a process, wherein the process includes the method for post-processing the entry and exit of a public transport vehicle on the same side according to any one of claims 1 to 8.

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