A multi-mode customized public transportation dynamic scheduling method, system and readable storage medium

Abstract

This invention provides a multi-mode customized bus dynamic scheduling method, system, and readable storage medium. Based on the conventional customized bus operation mode, it adds charter and point-to-point carpooling operation modes to provide passengers with more personalized travel options. It provides a variety of vehicle types with different capacities, and the scheduling system can reasonably allocate vehicle types to improve vehicle resource utilization. It can comprehensively schedule vehicles under multiple operation modes, taking into account both transportation efficiency and passenger travel experience.

Description

Technical Field

[0001] The present invention relates to the technical field of public transportation scheduling, and in particular to a multi-mode customized public transportation dynamic scheduling method, system and readable storage medium. Background Art

[0002] Customized bus is a passenger-oriented flexible transportation service. It provides customized public transportation services for passengers who have booked travel by running along set routes and stopping at stations based on the reservation order situation and the travel needs of the service recipients.

[0003] In the related technology, patent document CN105070044A proposes a customized bus route planning method that takes into account the characteristics of multiple starting and ending points, mixed loading of multiple models, and mixed loading of passenger needs by analyzing the operation modes of diversified routes. This method can increase the profits of operating companies, enrich the operation modes of customized buses, and has practical promotion significance; patent document CN112561249A proposes an urban customized bus scheduling method for real-time passenger needs, which makes up for the defects of inflexible vehicle use and the inability to match established vehicle routes with new passenger needs that often occur in the process of the dispatching center planning routes and dispatching vehicles in the scheduled bus mode; patent document CN112906221A proposes a multi-model regional customized bus scheduling method based on reservation data, which combines the taxi reservation mode and the characteristics of waiting at subway platforms with large passenger flow, and establishes a dynamic scheduling method for multi-route and multi-model customized buses in areas with high passenger flow in the city center, and at the same time quantifies the reservation response time, thereby proposing a reasonable scheduling operation plan.

[0004] The above patents all propose customized bus scheduling and management methods from different perspectives, but they focus on a single operation mode, that is, a bus transportation mode that stops at every station on the planned route. The configuration of the operation mode and vehicle type is not comprehensive enough, and cannot flexibly adapt to the travel needs of different passengers. Therefore, it is necessary to provide a multi-mode customized bus dynamic scheduling method, system and readable storage medium to solve the above problems. Summary of the invention

[0005] The present invention provides a multi-mode customized bus dynamic scheduling method, system and readable storage medium, which can comprehensively schedule vehicles under multiple operation modes, taking into account both transportation efficiency and passenger travel experience.

[0006] The technical solution of the present invention is:

[0007] A multi-mode customized bus dynamic scheduling method comprises the following steps:

[0008] S1: Obtain the order submitted by the passenger, load the obtained order into the unassigned order queue, and sort the unassigned order queue according to the expected boarding time of the passenger in the order;

[0009] S2: Get vehicle information;

[0010] S3: matching the first order in the unassigned order queue with the vehicle information, and matching the vehicle for the first order based on a multi-mode scheduling planning model;

[0011] S4: Update the unassigned order queue and vehicle information in real time.

[0012] Preferably, the order information submitted by the passenger is represented as Request r = {P r ,O r ,D r ,T r ,M r}, where P r is the number of passengers of order r, O r is the starting site of order r, D r is the end site of the order, T r is the expected pickup time of order r, M r is the travel mode of order r;

[0013] Travel Mode M r There are three types:

[0014] Charter mode It is not allowed to share the car with other orders, and enjoy point-to-point delivery service;

[0015] Point-to-point carpooling mode Allow carpooling for other orders with the same starting and ending points;

[0016] Public transport mode Carpooling with any order is allowed.

[0017] Preferably, the vehicle information is represented by Vehicle v ={C v ,N v ,S v ,L v ,F v}, where C v is the maximum number of passengers of vehicle v, N v is the actual number of people in vehicle v, S v is the current state of vehicle v, L v is the current position of vehicle v, F v is the current driving direction of the vehicle v, which can be divided into forward and reverse;

[0018] The current state of the vehicle S v There are four types:

[0019] Empty car status Not matched with any order, can accept orders of any mode;

[0020] Charter status The order has been matched with the charter mode, and no other orders will be accepted;

[0021] Point-to-point carpooling status Already matched with orders for point-to-point carpooling mode, and can receive orders for point-to-point carpooling mode;

[0022] Bus Status The vehicle has been matched with bus mode orders and can receive bus mode orders.

[0023] Preferably, the multi-mode scheduling planning model includes a chartered car mode scheduling planning model, a point-to-point carpooling mode scheduling planning model and a public transportation mode scheduling planning model, and the step S3 is specifically as follows:

[0024] S31: Determine the travel mode of the first order in the unassigned order queue. If it is a chartered car mode, go to step S32; if it is a point-to-point carpooling mode, go to step S33; if it is a public transportation mode, go to step S34;

[0025] S32: Based on the charter mode scheduling planning model, a vehicle with the minimum waiting time for passengers and the minimum idle seats is selected from the vehicles in the empty state as the matching vehicle for the first order;

[0026] S33: Search for orders other than the first order in the unassigned order queue, select orders whose starting station, ending station and travel mode are the same as those of the first order, and whose expected boarding time fluctuates within a certain range with that of the first order, and integrate them with the first order into an integrated order. Based on the point-to-point carpooling mode scheduling planning model, select a vehicle with minimal idle seats from vehicles in an empty vehicle state or in a point-to-point carpooling mode as a matching vehicle for the integrated order;

[0027] S34: Search for a vehicle with the same travel direction as the first order from the vehicles in the public transport state and put it into the alternative vehicle set AltVehicle; if the alternative vehicle set AltVehicle is an empty set, select a vehicle with the minimum waiting time for passengers from the vehicles in the empty state as the matching vehicle for the first order; if the alternative vehicle set AltVehicle is not an empty set, select a vehicle with the minimum waiting time for passengers from the alternative vehicle set AltVehicle as the matching vehicle for the first order based on the public transport mode scheduling planning model, where the travel direction refers to the direction from the starting station to the ending station in the order.

[0028] Preferably, the objective function of the charter mode scheduling planning model is expressed as:

[0029]

[0030] Where, T current is the current scheduling time; is the driving distance from vehicle v to the starting station of order r; v v is the speed of vehicle v; X rv is the matching relationship between vehicle v and order r, X rv =1 means vehicle v is assigned to order r, X rv =0 means that vehicle v is not assigned to order r; the weight coefficient w is used to balance the relationship between the vehicle waiting time cost and the vehicle seat idle cost, and satisfies w∝K, where K is the ratio of empty vehicles to all vehicles.

[0031] The objective function of the charter mode scheduling planning model has the following constraints:

[0032] (1) Passenger boarding time constraints:

[0033]

[0034] (2) Vehicle capacity restrictions:

[0035] C v -P r ≥0

[0036] (3) Vehicle status constraints:

[0037] N v =1

[0038] (4) Vehicle driving direction constraints:

[0039]

[0040] In the formula, Indicates the travel direction of the order, that is, the direction from the starting station to the ending station;

[0041] (5) Order allocation constraints:

[0042]

[0043] (6) 0-1 variable constraints

[0044] X rv ∈{0,1}.

[0045] Preferably, the integrated order is represented as: Request total = {P total ,O r ,D r ,T total ,M r},in is the total number of passengers in the integrated order, T total To integrate the expected pickup time of the order, T total ∈[T r ,T r +t], where t represents the fluctuation value of the expected pickup time compared to the first order.

[0046] The objective function of the point-to-point carpooling mode scheduling planning model is:

[0047]

[0048] Where, X total-v Integrate order request for vehicle v total The matching relationship, X total-v =1 means vehicle v is assigned to the consolidated order Request total , X total-v =0 means vehicle v is not assigned to the integrated order Request total .

[0049] The point-to-point carpooling scheduling model has the following constraints:

[0050] (1) Passenger boarding time constraints

[0051]

[0052] (2) Vehicle capacity restrictions

[0053] C v -P total ≥0

[0054] (3) Vehicle state constraints

[0055] N v =1

[0056] (4) Vehicle driving direction constraints

[0057]

[0058] (5) Order allocation constraints

[0059]

[0060] (6) 0-1 variable constraints

[0061] X total-v ∈{0,1}.

[0062] Preferably, the step S34 is specifically as follows:

[0063] S341: Search for a vehicle with the same travel direction as the first order from the vehicles in the public transport state and put it into the alternative vehicle set AltVehicle. If the alternative vehicle set AltVehicle is an empty set, execute step S348; if the alternative vehicle set AltVehicle is not an empty set, execute step S342;

[0064] S342: For any vehicle in the candidate vehicle set AltVehicle, obtain the set of passenger numbers in the travel intervals between each station in the orders that it has received: represents the number of passengers on the vehicle between station i and station j;

[0065] S343: Based on the number of passengers C of the vehicle v , calculate the number of remaining seats in each station interval Establish a set of remaining seats for each station interval

[0066] S344: Extract the starting site O of the first order r and termination site D r , divide the first order into different intervals, and calculate the number of remaining seats in each station interval Seek The minimum value in

[0067] S345: The vehicle is removed from the candidate vehicle set AltVehicle. If the candidate vehicle set AltVehicle is an empty set, go to step S348;

[0068] S346: Select from the candidate vehicle set AltVehicle If there are multiple vehicles, go to step S347;

[0069] S347: Select The vehicle is selected and used as the matching vehicle for the first order;

[0070] S348: Arrange the vehicle in the empty state as the matching vehicle for the first order.

[0071] The present invention also provides a readable storage medium storing a computer program, which can implement the above-mentioned multi-mode customized bus dynamic scheduling method when executed by a processor.

[0072] The present invention also provides a multi-mode customized bus dynamic scheduling system, including a client and a scheduling system, the client including a passenger end and a vehicle end, the passenger end and the vehicle end are both communicatively connected to the scheduling system, the passenger end submits an order to the scheduling system, the vehicle end sends vehicle information to the scheduling system, and the scheduling system uses the above-mentioned multi-mode customized bus dynamic scheduling method to match vehicles for the order submitted by the passenger end.

[0073] Based on the conventional customized bus operation mode, the present invention adds chartered bus and point-to-point carpooling operation modes, and provides a variety of vehicle models with different capacities, thereby improving the flexibility of customized bus operation and providing passengers with more personalized travel options. Vehicles can be comprehensively dispatched under multiple operation modes, taking into account both transportation efficiency and passenger travel experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 This is a flow chart of the multi-mode and multi-type customized bus dynamic scheduling method proposed by the present invention;

[0075] Figure 2 This is a scheduling diagram for the chartered car mode, point-to-point carpooling mode and public transportation mode. DETAILED DESCRIPTION

[0076] In order to enable those skilled in the art to better understand the technical solutions in the embodiments of the present invention and to make the above-mentioned objects, features and advantages of the present invention more obvious and understandable, the embodiments of the present invention will be further described below in conjunction with the accompanying drawings.

[0077] Please combine Figure 1-2 The present invention provides a multi-mode customized bus dynamic scheduling method, comprising the following steps:

[0078] S1: Obtain the order submitted by the passenger, load the obtained order into the unassigned order queue, and sort the unassigned order queue according to the expected boarding time of the passenger in the order.

[0079] The order can be submitted by the passenger in real time or by appointment through an APP, mini-program, web page or other platform, and this embodiment does not impose any restrictions on this.

[0080] The order information submitted by the passenger is represented as Request r = {P r , O r , D r , T r , M r}, where P r is the number of passengers of order r, O r is the starting site of order r, D r is the end site of the order, T r is the expected pickup time of order r, M r is the travel mode of order r.

[0081] Travel Mode M r There are three types:

[0082] Charter mode It is not allowed to share the car with other orders, and enjoy point-to-point delivery service;

[0083] Point-to-point carpooling mode Allow carpooling for other orders with the same starting and ending points;

[0084] Public transport mode Carpooling with any order is allowed.

[0085] S2: Obtain vehicle information.

[0086] Vehicle information is represented by Vehicle v ={C v , N v , S v , L v , F v}, where C v is the maximum number of passengers of vehicle v, N v is the actual number of people in vehicle v, S v is the current state of vehicle v, L v is the current position of vehicle v, F v is the current driving direction of vehicle v, which can be divided into forward and reverse.

[0087] The current state of the vehicle S v There are four types:

[0088] Empty car status Not matched with any order, can accept orders of any mode;

[0089] Charter status The order has been matched with the charter mode, and no other orders will be accepted;

[0090] Point-to-point carpooling status Already matched with orders for point-to-point carpooling mode, and can receive orders for point-to-point carpooling mode;

[0091] Bus Status Already matched with bus mode orders, and can receive bus mode orders.

[0092] S3: Match the first order in the unassigned order queue with the vehicle information, and match the vehicle for the first order based on a multi-mode scheduling planning model.

[0093] The multi-mode scheduling planning model includes a chartered car mode scheduling planning model, a point-to-point carpooling mode scheduling planning model and a public transportation mode scheduling planning model. The step S3 is specifically as follows:

[0094] S31: Determine the travel mode of the first order in the unassigned order queue. If it is a chartered car mode, go to step S32; if it is a point-to-point carpooling mode, go to step S33; if it is a public transportation mode, go to step S34;

[0095] S32: Based on the charter mode scheduling planning model, a vehicle with the minimum waiting time for passengers and the minimum idle seats is selected from the vehicles in the empty state as the matching vehicle for the first order;

[0096] The charter mode is a point-to-point delivery mode, so it can only be matched from empty vehicles, and as long as the number of seats in the vehicle meets the number of passengers required for the order. Shortening the waiting time of passengers can increase passenger satisfaction; reducing the number of idle seats in the vehicle can increase the utilization rate of the vehicle and reduce operating costs.

[0097] The objective function of the chartered car mode scheduling planning model is expressed as:

[0098] Where, T current is the current scheduling time; is the driving distance from vehicle v to the starting station of order r; v v is the speed of vehicle v; X rv is the matching relationship between vehicle v and order r, X rv =1 means vehicle v is assigned to order r, X rv =0 means that vehicle v is not assigned to order r; the weight coefficient w is used to balance the relationship between the vehicle waiting time cost and the vehicle seat idle cost, and satisfies w∝K, where K is the ratio of empty vehicles to all vehicles.

[0099] The objective function of the charter mode scheduling planning model has the following constraints:

[0100] (1) Passenger boarding time constraints:

[0101]

[0102] In the formula, Represents the time when the vehicle arrives at the starting station. The purpose of the above constraints is to ensure that the vehicle can reach the starting station of the order before the expected pickup time.

[0103] (2) Vehicle capacity restrictions:

[0104] C v -P r ≥0

[0105] The purpose of the above constraints is to ensure that the vehicle's maximum capacity can meet the number of passengers in the order and to ensure that there is no shortage of seats.

[0106] (3) Restrictions on the number of passengers in a vehicle:

[0107] N v =1

[0108] Before the vehicle is matched with an order, it must be empty. At this time, there is only one driver in the vehicle, so the actual number of passengers in the vehicle is 1.

[0109] (4) Vehicle driving direction constraints:

[0110]

[0111] In the formula, Indicates the travel direction of the order, that is, the direction from the starting station to the ending station. Indicates that the vehicle's current driving direction must be consistent with the order's travel direction.

[0112] (5) Order allocation constraints:

[0113]

[0114] (6) 0-1 variable constraints

[0115] X rv ∈{0,1}

[0116] S33: Search for orders other than the first order in the unassigned order queue, select orders whose starting station, ending station and travel mode are the same as those of the first order, and whose expected boarding time fluctuates within a certain range with the first order, and integrate them with the first order into an integrated order. Based on the point-to-point carpooling mode scheduling planning model, select the vehicle with the smallest number of idle seats from the vehicles in the empty state or in the point-to-point carpooling mode as the matching vehicle for the integrated order.

[0117] In the point-to-point carpooling mode, passengers are allowed to carpool with orders that have the same starting and ending stations, so multiple orders with the same starting and ending stations can be arranged to be picked up by the same vehicle. At the same time, because it is a carpooling mode, the expected boarding time of the carpooling order cannot be completely consistent with the first order, so a fluctuation value can be set for the expected boarding time of the first order. The selection of carpooling orders within the range of the fluctuation value can increase the success rate of carpooling. It can be understood that the carpooling order is the cost sharing of all orders in the vehicle. If the carpooling is successful, the usage fee of each order will be reduced. Therefore, the fluctuation value can be freely selected by the passenger of the first order. The smaller the fluctuation value, the lower the success rate of carpooling, and the larger the fluctuation value, the higher the success rate of carpooling.

[0118] The integrated order is represented as: Request total = {P total , O r , D r , T total , M r},in is the total number of passengers in the integrated order, T total To integrate the expected pickup time of the order, T total ∈[T r , T r +t], where t represents the fluctuation value of the expected pickup time compared to the first order.

[0119] The objective function of the point-to-point carpooling mode scheduling planning model is:

[0120]

[0121] Where, X total-v Integrate order request for vehicle v total The matching relationship, X total-v =1 means vehicle v is assigned to the consolidated order Request total , X total-v =0 means vehicle v is not assigned to the integrated order Request total .

[0122] The point-to-point carpooling scheduling model has the following constraints:

[0123] (1) Passenger boarding time constraints

[0124]

[0125] In the formula, Represents the time when the vehicle arrives at the starting station. The purpose of the above constraints is to ensure that the vehicle can reach the starting station of the order before the expected pickup time of the integrated order.

[0126] (2) Vehicle capacity restrictions

[0127] C v -P total ≥0

[0128] The purpose of the above constraints is to ensure that the vehicle's maximum capacity can meet the number of passengers in the order and to ensure that there is no shortage of seats.

[0129] (3) Vehicle state constraints

[0130] N v =1

[0131] Before the vehicle is matched with an order, it must be empty. At this time, there is only one driver in the vehicle, so the actual number of passengers in the vehicle is 1.

[0132] (4) Vehicle driving direction constraints

[0133]

[0134] In the formula, Indicates the travel direction of the order, that is, the direction from the starting station to the ending station. Indicates that the vehicle's current driving direction must be consistent with the order's travel direction.

[0135] (5) Order allocation constraints

[0136]

[0137] (6) 0-1 variable constraints

[0138] X total-v ∈{0,1}

[0139] S34: Search for a vehicle with the same travel direction as the first order from the vehicles in the public transport state and put it into the alternative vehicle set AltVehicle; if the alternative vehicle set AltVehicle is an empty set, select a vehicle with the minimum waiting time for passengers from the vehicles in the empty state as the matching vehicle for the first order; if the alternative vehicle set AltVehicle is not an empty set, select a vehicle with the minimum waiting time for passengers from the alternative vehicle set AltVehicle as the matching vehicle for the first order based on the public transport mode scheduling planning model, where the travel direction refers to the direction from the starting station to the ending station in the order.

[0140] In the bus mode, passengers' demands are the lowest, and they only need to hope that the boarding time, travel direction and the number of remaining seats in the vehicle meet their needs.

[0141] The step S34 is specifically as follows:

[0142] S341: Search for a vehicle with the same travel direction as the first order from the vehicles in the public transport state and put it into the alternative vehicle set AltVehicle. If the alternative vehicle set AltVehicle is an empty set, execute step S348; if the alternative vehicle set AltVehicle is not an empty set, execute step S342;

[0143] S342: For any vehicle in the candidate vehicle set AltVehicle, obtain the set of passenger numbers in the travel intervals between each station in the orders that it has received: represents the number of passengers on the vehicle between station i and station j;

[0144] S343: Based on the number of passengers C of the vehicle v , calculate the number of remaining seats in each station interval Establish a set of remaining seats for each station interval

[0145] S344: Extract the starting site O of the first order r and termination site D r , divide the first order into different intervals, and calculate the number of remaining seats in each station interval Seek The minimum value in

[0146] S345: The vehicle is removed from the candidate vehicle set AltVehicle. If the candidate vehicle set AltVehicle is an empty set, go to step S348;

[0147] S346: Select from the candidate vehicle set AltVehicle If there are multiple vehicles, go to step S227;

[0148] S347: Select The vehicle is selected and used as the matching vehicle for the first order;

[0149] S348: Arrange the vehicle in the empty state as the matching vehicle for the first order.

[0150] For public transportation mode, the following are some examples:

[0151] A vehicle v with a rated capacity of 10 seats, assuming that it has accessed the following passenger order information:

[0152] Order 1: {starting station: a, ending station: c, number of passengers: 3};

[0153] Order 2: {starting station: b, ending station: f, number of passengers: 4}.

[0154] From this, The number of people in each itinerary interval is: Z v ={3,7,4,4,4}.

[0155] Calculate the number of remaining seats in each station interval The number of people in each travel interval is: Y v ={7,3,6,6,6}.

[0156] The pending orders are: {starting station: b, ending station: e, number of passengers: 2}, and then

[0157] judge Therefore, vehicle v is retained in the alternative vehicle set AltVehicle.

[0158] S4: Update the unassigned order queue and vehicle information in real time.

[0159] The present invention also provides a readable storage medium storing a computer program, which can implement the above-mentioned multi-mode customized bus dynamic scheduling method when executed by a processor.

[0160] The present invention also provides a multi-mode customized public transportation dynamic dispatching system, including a client and a dispatching system, wherein the client includes a passenger terminal and a vehicle terminal, wherein both the passenger terminal and the vehicle terminal are connected to the dispatching system in communication, wherein the passenger terminal submits an order to the dispatching system, and the vehicle terminal sends vehicle information to the dispatching system, wherein the dispatching system uses the above-mentioned multi-mode customized public transportation dynamic dispatching method to match vehicles for the order submitted by the passenger terminal. The connection method between the client, the vehicle terminal and the dispatching system adopts conventional technical means in the art.

[0161] Based on the conventional customized bus operation mode, the present invention adds chartered bus and point-to-point carpooling operation modes, and provides a variety of vehicle models with different capacities, thereby improving the flexibility of customized bus operation and providing passengers with more personalized travel options. Vehicles can be comprehensively dispatched under multiple operation modes, taking into account both transportation efficiency and passenger travel experience.

[0162] The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments. All technical solutions under the concept of the present invention belong to the protection scope of the present invention. It should be pointed out that for ordinary technicians in this technical field, some improvements and modifications without departing from the principle of the present invention should also be regarded as the protection scope of the present invention.

Claims

1. A multi-mode customized public transportation dynamic scheduling method, characterized in that: The steps include: S1: Obtain the order submitted by the passenger, load the obtained order into the unassigned order queue, and sort the unassigned order queue according to the expected boarding time of the passenger in the order; S2: Get vehicle information; S3: matching the first order in the unassigned order queue with the vehicle information, and matching the vehicle for the first order based on a multi-mode scheduling planning model; S4: updating the unassigned order queue and vehicle information in real time; The order information submitted by the passenger is represented as Request r = {P r ,O r ,D r ,T r ,M r }, where P r is the number of passengers of order r, O r is the starting site of order r, D r is the end site of the order, T r is the expected pickup time of order r, M r is the travel mode of order r; travel mode M r There are three types: Charter mode It is not allowed to share the car with other orders, and enjoy point-to-point delivery service; Point-to-point carpooling mode Other orders with the same starting and ending points are allowed to be shared; Public transport mode Allow carpooling with any order; The vehicle information is represented by Vehicle v ={C v ,N v, S v ,L v ,F v }, where C v is the maximum number of passengers of vehicle v, N v is the actual number of people in vehicle v, S v is the current state of vehicle v, L v is the current position of vehicle v, F v is the current driving direction of the vehicle v, which can be divided into forward and reverse; The multi-mode scheduling planning model includes a chartered car mode scheduling planning model, a point-to-point carpooling mode scheduling planning model and a public transportation mode scheduling planning model. The step S3 is specifically as follows: S31: Determine the travel mode of the first order in the unassigned order queue. If it is a chartered mode, go to step S32; if it is a point-to-point carpooling mode, go to step S33; If it is the public transportation mode, go to step S34; S32: Based on the charter mode scheduling planning model, a vehicle with the minimum waiting time for passengers and the minimum idle seats is selected from the vehicles in the empty state as the matching vehicle for the first order; S33: Search for orders other than the first order in the unassigned order queue, select orders whose starting station, ending station and travel mode are the same as those of the first order, and whose expected boarding time fluctuates within a certain range with that of the first order, and integrate them with the first order into an integrated order. Based on the point-to-point carpooling mode scheduling planning model, select a vehicle with minimal idle seats from vehicles in an empty vehicle state or in a point-to-point carpooling mode as a matching vehicle for the integrated order; S34: Search for a vehicle that is consistent with the travel direction of the first order from the vehicles in the public transport state and put it into the candidate vehicle set AltVehicle. If the candidate vehicle set AltVehicle is an empty set, select a vehicle with the minimum waiting time for passengers from the vehicles in the empty state as the matching vehicle for the first order; if the candidate vehicle set AltVehicle is not an empty set, select a vehicle with the minimum waiting time for passengers from the candidate vehicle set AltVehicle as the matching vehicle for the first order based on the public transport mode scheduling planning model, where the travel direction refers to the direction from the starting station to the ending station in the order; The objective function of the chartered car mode scheduling planning model is expressed as: Where, T current is the current scheduling time; is the driving distance from vehicle v to the starting station of order r; v v is the speed of vehicle v; X rv is the matching relationship between vehicle v and order r, X rv =1 means vehicle v is assigned to order r, X rv =0 means that vehicle v is not assigned to order r; the weight coefficient w is used to balance the relationship between the vehicle waiting time cost and the vehicle seat idle cost, and satisfies w∝K, where K is the ratio of empty vehicles to all vehicles; The objective function of the charter mode scheduling planning model has the following constraints: (1) Passenger boarding time constraints: In the formula, Indicates the time when the vehicle arrives at the starting station; (2) Vehicle capacity restrictions: C v -P r ≥0 (3) Vehicle status constraints: N v ＝1 (4) Vehicle driving direction constraints: In the formula, Indicates the travel direction of the order, that is, the direction from the starting station to the ending station; Indicates that the vehicle's current driving direction must be consistent with the order's travel direction; (5) Order allocation constraints: (6) 0-1 variable constraints X rv ∈{0,1}； The integration order is represented by: Request total = {P total ,O r ,D r ,T total ,M r },in is the total number of passengers in the integrated order, T total To integrate the expected pickup time of the order, T total ∈[T r ,T r +t], t represents the fluctuation value of the expected pickup time compared to the first order; The objective function of the point-to-point carpooling mode scheduling planning model is: Where, X total-v Integrate order request for vehicle v total The matching relationship, X total-v =1 means vehicle v is assigned to the consolidated order Request total , X total-v =0 means vehicle v is not assigned to the integrated order Request total ; The point-to-point carpooling scheduling model has the following constraints: (1) Passenger boarding time constraints (2) Vehicle capacity restrictions C v -P total ≥0 (3) Vehicle state constraints N v ＝1 (4) Vehicle driving direction constraints (5) Order allocation constraints (6) 0-1 variable constraints X total-v ∈{0,1}。 2. The multi-mode customized public transportation dynamic scheduling method according to claim 1 is characterized in that: The current state of the vehicle S v There are four types: Empty car status Not matched with any order, can accept orders of any mode; Charter status The order has been matched with the charter mode, and no other orders will be accepted; Point-to-point carpooling status Already matched with orders for point-to-point carpooling mode, and can receive orders for point-to-point carpooling mode; Bus Status The vehicle has been matched with bus mode orders and can receive bus mode orders.

3. The multi-mode customized public transportation dynamic scheduling method according to claim 1 is characterized in that: The step S34 is specifically as follows: S341: Search for a vehicle with the same travel direction as the first order from the vehicles in the public transport state and put it into the alternative vehicle set AltVehicle. If the alternative vehicle set AltVehicle is an empty set, execute step S348; if the alternative vehicle set AltVehicle is not an empty set, execute step S342; S342: For any vehicle in the candidate vehicle set AltVehicle, obtain the set of passenger numbers in the travel intervals between each station in the orders that it has received: represents the number of passengers on the vehicle between station i and station j; S343: Based on the vehicle's maximum number of passengers C v , calculate the number of remaining seats in each station interval Establish a set of remaining seats for each station interval S344: Extract the starting site O of the first order r and termination site D r , divide the first order into different intervals, and calculate the number of remaining seats in each station interval Seek The minimum value in S345: The vehicle is removed from the candidate vehicle set AltVehicle. If the candidate vehicle set AltVehicle is an empty set, go to step S348; S346: Select from the candidate vehicle set AltVehicle If there are multiple vehicles, go to step S347; S347: Select The vehicle is selected and used as the matching vehicle for the first order; S348: Arrange the vehicle in the empty state as the matching vehicle for the first order.

4. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, it is capable of implementing the multi-mode customized bus dynamic scheduling method described in any one of claims 1-3.

5. A multi-mode customized bus dynamic dispatching system, characterized in that: It includes a client and a dispatching system, the client includes a passenger end and a vehicle end, the passenger end and the vehicle end are both connected to the dispatching system in communication, the passenger end submits an order to the dispatching system, the vehicle end sends vehicle information to the dispatching system, and the dispatching system uses the multi-mode customized bus dynamic dispatching method described in any one of claims 1-3 to match vehicles for the order submitted by the passenger end.

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