A bus operation delay estimation method based on trajectory data

Abstract

The present invention discloses a method for estimating bus operation delays based on trajectory data. The bus travel delay is obtained by processing the trajectory data of the bus schedule; the bus segment travel delay is obtained by processing the trajectory data between the stop sites; the bus stop time is obtained by processing the trajectory data near the stop sites; the intersection delay is obtained by processing the trajectory data near the intersection; and whether there is a delay is determined based on the bus travel delay, the bus segment travel delay, the bus stop time, and the intersection delay. The present invention can effectively make a complete and accurate estimate of the operating status of urban buses and achieve higher collection efficiency, which not only overcomes the time-consuming and labor-intensive drawbacks of the traditional method, but also solves the disadvantage of low accuracy of the statistical results obtained by the sampling method.

Description

Technical Field

[0001] The invention relates to a method for estimating bus operation data, and in particular to a method for estimating bus operation delay based on trajectory data. Background Art

[0002] With the acceleration of my country's urbanization process, the construction of urban basic road facilities has continued to increase, and the number of motor vehicles has increased year by year. However, due to the constraints of land resources and economic conditions, urban road construction has not kept up with the growth rate of car ownership. Many large and medium-sized cities have experienced various traffic problems such as traffic congestion, chaotic traffic order, and exhaust pollution. In order to alleviate the congestion problem of urban traffic, many government departments generally believe that giving priority to the development of public transportation is an important means to alleviate the problem of urban traffic congestion. The public transportation system is an important part of the urban transportation system, and the efficiency of public transportation vehicles directly affects the operation level of the public transportation system. By promoting the development strategy of public transportation priority and attracting residents to use public transportation, it can effectively reduce the congestion problem in the city, improve the passenger transportation structure of the city, and improve the efficiency of the urban passenger transportation system.

[0003] In 2020, the passenger volume of conventional urban buses has dropped significantly compared to 2019 and before. The poor connection between conventional buses and rail transit, the unpunctual arrival of conventional buses, the slow operation speed of buses, the long intervals between bus departures, and the incomplete matching of the bus network layout with the starting and ending points of residents' travel are the main reasons that restrict the improvement of bus attractiveness and cause the bus passenger flow to decrease year by year. This patent focuses on improving the passenger efficiency of conventional urban buses during peak hours: that is, based on the big data analysis of bus travel trajectories, the temporal and spatial distribution of conventional bus operation delays is explored, and a matching analysis is conducted with the bus passenger flow distribution, and a combined bus operation plan of "major station express line" is proposed to scientifically improve the operating speed of buses during peak hours. This patent will enhance the attractiveness of conventional bus travel, promote the construction of a higher level of bus city, further advocate the public to travel by public transportation, and practice green, low-carbon and environmentally friendly travel concepts.

[0004] The delay of buses during operation is composed of multiple process times, each of which is affected by multiple factors. Among them, the stop time of buses at various stations and the delay time at intersections of urban road networks are the two most important factors affecting the efficiency of bus operation. Statistical analysis of the impact of these factors on bus stop time can provide a more reliable numerical basis for alleviating urban road congestion.

[0005] For the operation delay of public buses, the traditional survey method based on sampling statistics is limited by the means of data collection, and the results obtained are not complete and universal. In addition, the accuracy of manual sampling statistics of vehicle operation delays is low, the work efficiency is low, and the statistical results obtained will deviate from the actual situation. At the same time, with the increase in the number of urban buses and the continuous expansion of urban road networks, the method of calculating bus delays by sampling will become less and less meaningful. Therefore, a better method should be found to replace it. Summary of the invention

[0006] In order to solve the problems existing in the background technology, the present invention provides a bus operation delay estimation method based on trajectory data.

[0007] The present invention utilizes the global positioning system and vehicle-mounted positioning equipment installed on urban public buses to analyze and obtain bus track data, solves the problem of estimating bus operation delays, and achieves accurate acquisition of delays generated during operation, which has obvious advantages.

[0008] The technical solution adopted by the present invention is:

[0009] S1. Obtaining bus travel delays based on the trajectory data of bus schedules;

[0010] S2, obtaining the travel delay between bus segments according to the trajectory data between the stop sites;

[0011] S3, obtaining the bus stop time according to the trajectory data near the stop station;

[0012] S4, obtaining intersection delay according to trajectory data near the intersection;

[0013] S5. Determine whether there is a delay based on bus travel delay, bus segment travel delay, bus stop time, and intersection delay.

[0014] The trajectory data is composed of trajectory points collected at fixed intervals by the positioning device on the bus. Each trajectory point contains the recorded position, recorded time and recorded speed.

[0015] The S1 is specifically:

[0016] Extract the travel trajectory data of the bus schedule, obtain the travel trajectory of each bus schedule, and then calculate the travel delay of the travel trajectory as the travel delay of the bus schedule;

[0017] The detailed steps of extracting the trajectory data of bus schedules include:

[0018] (1) For each bus route, traverse all operating buses;

[0019] (2) For each bus, the starting point and the end point of the bus route are found by searching the basic information table of the bus route, and the first trajectory point with a speed not equal to 0 within a preset area near the starting point is used as the starting point of the travel trajectory of the bus for this bus trip;

[0020] (3) Find, in chronological order, the first trajectory point with a speed of 0 that occurs within a preset area near the end point and has a parking time that exceeds a preset parking time threshold, and use it as the end point of the trip trajectory of the bus for this bus trip;

[0021] (4) Connecting each trajectory point in the trajectory data between the starting point and the end point in sequence is processed as the travel trajectory of the bus for this bus trip.

[0022] The S2 is specifically:

[0023] S21, traverse all the bus stops on each bus route;

[0024] S22, according to each stop, from the travel trajectory of each bus trip of each bus under the bus line, according to the time sequence, find the first trajectory point with a speed of 0 within the preset area near the stop, as the key trajectory point for the bus to arrive at the stop;

[0025] At the same time, within the preset area near the stop, according to the time sequence, the next trajectory point of the last trajectory point with a speed of 0 is found as the key trajectory point for the bus to leave the stop;

[0026] S23, after the above steps, the key trajectory point S that leaves the previous stop is depart and the key trajectory point S to the next stop arrive The trajectory points between the bus segments are connected in sequence as the travel trajectory between the bus segments, and then the travel delay between the bus segments is calculated.

[0027] The S3 is specifically:

[0028] For each stop, find the set of trajectory points in the vicinity of the stop, and take the recording time of the first trajectory point in the vicinity of the stop as the stop start time T in chronological order. start The recorded time of the last track point in the vicinity of the stop is taken as the stop end time T end ; Time T from the stop start To the end time of the stop T endAmong all the trajectory points in the time period between the two buses, a trajectory point sequence consisting of multiple consecutive trajectory points with a recorded speed of 0 is searched, and then the recorded time between the starting point and the end point of each trajectory point sequence is subtracted to calculate the stay time of the trajectory point sequence, and the stay time of all trajectory point sequences is added up as the bus stop time of the bus stop.

[0029] The area adjacent to the stop is a circular area with a radius of 20 meters centered on the stop.

[0030] The S4 is specifically:

[0031] Then, all trajectory points in the trajectory data of each bus entering the intersection area, from the first trajectory point T0 entering the intersection area to the trajectory point T' closest to the center of the intersection area, are extracted, all trajectory points are connected in sequence as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection.

[0032] In S4, if there is at least one other intersection upstream of the intersection area range of the current intersection, a preset area range is established near the center of each upstream intersection, and the preset area range near each upstream intersection and the preset area range near the current intersection are taken as a union, and the first trajectory point of the bus entering the union is taken as the starting point, and the trajectory point T' closest to the center of the current intersection area range is retained as the end point, and all trajectory points in the trajectory data between the starting point and the end point are connected in sequence as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection.

[0033] In S4, if there is at least one other bus stop upstream of the intersection area of ​​the current intersection, the trajectory point closest to the nearest bus stop is taken as the starting point, and the trajectory point T' closest to the center of the intersection area is retained as the end point, and all trajectory points in the trajectory data between the starting point and the end point are connected in sequence as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection.

[0034] In S4, if there is at least one bus stop and at least one other intersection upstream of the intersection area of ​​the current intersection, the same processing is performed in the above manner.

[0035] In S1, S2, and S4, the travel delay is calculated according to the travel trajectory using the following formula:

[0036] Travel delay △T=(S 达到时间 -S出发时间 )-S 总路程 / V

[0037] Among them, △T represents the travel delay, V represents the preset average speed, S 达到时间 Indicates the arrival time of the trip, S 出发时间 Indicates the departure time of the trip, S 总路程 Indicates the total distance of the trip.

[0038] S5 specifically includes comparing bus travel delay, bus segment travel delay, bus stop time, intersection delay with corresponding preset thresholds in daily bus operation GPS data, bus route data, and basic road network data to make bus delay judgment:

[0039] If the bus travel delay, bus segment travel delay, bus stop time, and intersection delay do not exceed their respective preset thresholds, the bus will not be delayed, otherwise the bus will be delayed.

[0040] The present invention mainly analyzes the level of bus operation delays in Ningbo's main urban area from the perspective of bus travel delays, bus travel delays between sections, bus stop delays and their distribution, and intersection bus delays and their distribution, and explores the distribution law of bus operation delays, so as to better grasp the operating efficiency of each bus route, evaluate the service level and service grade of the bus, verify whether the setting of the bus route is reasonable, and whether the setting of the relevant road sections needs to be adjusted.

[0041] The calculation of bus travel delays between segments is mainly to understand the operation of buses from a micro perspective and to examine whether bus lanes can be set up on sections of roads with large travel delays between segments.

[0042] The purpose of bus stop time statistics is to understand the time the bus spends at each stop. Bus stop delays are also one aspect that reflects the bus service level. Understanding bus delays at stops helps to understand the bus operating efficiency from one aspect.

[0043] The purpose of intersection delay statistics is to understand the delay of buses at each intersection, so that the traffic lights at certain intersections with longer delays can be reconfigured. It can also provide an effective numerical basis for setting green waves on relevant sections of the road, thereby improving the passing efficiency of buses at relevant intersections and improving the overall service level of buses.

[0044] The beneficial effects of the present invention are:

[0045] The statistics of bus trip delays are a powerful evaluation of the operation status of the urban public transportation system and an important part of solving the problem of smooth traffic in the entire urban transportation network. Traditional methods for counting bus trip delays are to conduct a sampling survey of bus routes in the entire city, such as selecting a representative route, to make an approximate estimate of the operation status of the urban public transportation system. However, the method proposed in the present invention can effectively make a complete and accurate estimate of the operation status of urban buses.

[0046] The GPS trajectory data adopted in the present invention can conveniently realize the real-time positioning of the bus and achieve higher collection efficiency, which not only overcomes the disadvantages of the traditional method of being time-consuming and labor-intensive, but also solves the disadvantage of low accuracy of statistical results obtained by sampling methods, which fundamentally improves the technical means for analyzing the delay status of urban buses. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 This is a schematic diagram of extracting a bus travel trajectory;

[0048] Figure 2 This is a schematic diagram for calculating the travel delay between bus segments;

[0049] Figure 3 It is a schematic diagram of special case 1 of the embodiment;

[0050] Figure 4 This is a schematic diagram of special case 2 of the embodiment. DETAILED DESCRIPTION

[0051] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0052] Embodiments of the present invention are as follows:

[0053] Phase 1: Data preparation and preprocessing

[0054] The original data obtained from a city bus company includes a bus GPS track point set table (GPS track points are obtained by the vehicle's global positioning system), a station information table, a bus line basic information table, and a station line table. The detailed information of each table is shown in Table 1-Table 4.

[0055] Table 1. GPS track point set of buses

[0056] Serial number Field Name Data Types meaning 1 id int Primary Key 2 BUSID varchar License plate number 3 PATHNAME varchar Line name, for example: Line 380 4 GPSTIME datetime Time, for example: 2021 / 5 / 31 0:02 5 LONGITUDE float longitude 6 LATITUDE float latitude 7 COURSE int Direction of travel 8 SPEED float Driving speed

[0057] Table 2 Site information table

[0058] Serial number Field Name Data Types meaning 1 Site ID varchar Bus stop number 2 Site Name varchar Name of bus stop 3 LONGITUDE float Longitude of the site 4 LATITUDE float Latitude of the site

[0059] Table 3 Basic information of bus routes

[0060]

[0061]

[0062] Table 4 Site line table (all lines corresponding to a site)

[0063] Serial number Field Name Data Types meaning 1 Site ID int serial number 2 Site Name varchar Single site name 3 longitude float Longitude of the site 4 latitude float Latitude of the site 5 ROUTE_1 varchar Line 1 6 ROUTE_2 varchar Route 2 7 ROUTE_3 varchar Line 3 … … … … 29 ROUTE_25 varchar Line 25

[0064] Since there are some obvious gross errors in the original data, for example, there may be records with missing coordinate point information, or there are obvious deviations in the coordinates, these gross error data must be manually removed to eliminate the impact of gross error data on the analysis results.

[0065] Phase 2: Method Implementation

[0066] S1. Obtaining bus travel delays based on the trajectory data of bus schedules;

[0067] S1. Bus trip delays:

[0068] Extract the trajectory data of bus schedules, such as Figure 1 As shown, the travel trajectory of each bus trip is obtained, and then the travel delay of the travel trajectory is calculated as the travel delay of the bus trip, so as to obtain the difference between the total time for each bus to actually complete a bus trip and the total time for each bus to complete a bus trip at a preset average speed as the bus trip delay;

[0069] Extract the trajectory data of bus schedules. The detailed steps include:

[0070] (1) For each bus route, traverse all operating buses;

[0071] (2) For each bus, find the starting point and end point of the bus route by searching the basic information table of the bus route, and use the first trajectory point with a non-zero speed in a preset area near the starting point as the starting point of the trip trajectory of the bus, and use the recorded time of the starting point as the departure time of the trip;

[0072] The specific implementation of the preset area range refers to a circular area with a radius of 100 meters centered on the corresponding point. The specific value can be determined and adjusted based on the length of the bus stops set up in the city and the average speed of the buses.

[0073] (3) In chronological order, find the first trajectory point with a speed of 0 that occurs within a preset area near the end point and whose parking time exceeds a preset parking time threshold, and use the point as the end point of the trip trajectory of the bus for that bus trip, and use the recorded time of the end point as the arrival time of the trip;

[0074] (4) Connecting each trajectory point in the trajectory data between the starting point and the end point in sequence as the travel trajectory of the bus for this bus trip, that is, connecting each trajectory point in sequence with a broken line.

[0075] At this point, the complete travel trajectory of the bus and its starting and ending points are obtained, such as Figure 1 shown.

[0076] Then, in the same way, find the travel trajectory of the next bus's complete bus trip and its starting point and end point.

[0077] S2, obtaining the travel delay between bus segments according to the trajectory data between the stop sites;

[0078] S2, such as Figure 2 As shown, the travel delay between bus segments is:

[0079] S21, traverse all the bus stops on each bus route;

[0080] S22, according to each stop, from the travel trajectory of each bus trip of each bus under the bus line, according to the time sequence, find the first trajectory point with a speed of 0 in the preset area near the stop, as the key trajectory point of the bus arriving at the stop, and as the arrival time of the travel trajectory between the bus segments;

[0081] At the same time, within the preset area near the bus stop, find the next trajectory point of the last trajectory point with a speed of 0 according to the time sequence, which is used as the key trajectory point for the bus to leave the bus stop and as the departure time of the travel trajectory between bus segments;

[0082] In S22, at the stop of the first station, the first trajectory point whose speed is not 0 is used as the key trajectory point for leaving the first station; at the stop of the last station, the first trajectory point whose speed is 0 is used as the key trajectory point for arriving at the last station.

[0083] In S22, if the bus does not stop near the stop, that is, there is no trajectory point with a speed of 0 in the preset area near the stop, then the present invention uses the trajectory point with the smallest speed when passing the stop as both a key trajectory point for arriving at the stop and a key trajectory point for leaving the stop.

[0084] S23, after the above steps, the key trajectory point S that leaves the previous stop is depart and the key trajectory point S to the next stop arrive The trajectory points between the bus segments are connected in sequence as the travel trajectory between the bus segments, that is, the trajectory between the stop sites, and then the travel delay between the bus segments is calculated.

[0085] Therefore, the bus route is divided according to the stop stations, and the travel delay between two adjacent stations is calculated based on the difference between the actual running time and the travel time at the preset average speed, which is used as the bus segment travel delay.

[0086] S3, obtaining the bus stop time according to the trajectory data near the stop station;

[0087] S3. Bus stop time:

[0088] For each stop, find the set of trajectory points in the vicinity of the stop, and take the recording time of the first trajectory point in the vicinity of the stop as the stop start time T in chronological order. start The time of the last track point in the vicinity of the stop is taken as the stop end time T end ; Time T from the stop start To the end time of the stop T end Among all the track points in the period between, a track point sequence consisting of multiple consecutive track points with a recording speed of 0 is searched, which is expressed as ((S i ,S i+1 ,…,S k ),(S m ,S m+1 ,…,S t )),…,(S u ,S u+1 ,…,S x )), then the recorded time between the starting point and the end point of each trajectory point sequence is subtracted to calculate the stay time of the trajectory point sequence, and the stay time of all trajectory point sequences is added up as the bus stop time of the bus stop.

[0089] Specific implementation Taking a certain city's bus operation line as an example, the relationship between the bus running speed and the stop time is statistically analyzed, as shown in Table 5.

[0090] Table 5 Relationship between vehicle speed and stop time distribution

[0091]

[0092] It can be seen that the bus stop time is negatively correlated with the bus speed. When the bus speed is lower, the bus stop time accounts for a larger proportion; vice versa. However, the proportion of bus stop time to the total bus travel time is very low, and the average time consumption accounts for only 19.8% of the total travel time. The delay of the bus before the stop line has a greater impact on the total delay of the bus trip. Reducing the delay level before the stop line is more meaningful to improving the bus speed.

[0093] S4, obtaining intersection delay according to trajectory data near the intersection;

[0094] S4, intersection delays:

[0095] Then, in chronological order, all trajectory points in the trajectory data of each bus entering the intersection area, from the first trajectory point T0 entering the intersection area to the trajectory point T' closest to the center of the intersection area, are extracted, all trajectory points are connected in sequence as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection.

[0096] The intersection area is a circular area with the center of each intersection as the center and a radius of 100 meters.

[0097] In S4, Figure 3 As shown, if there is at least one other intersection upstream of the intersection area of ​​the current intersection, a preset area is established near the center of each upstream intersection, and the trajectory point is searched for in the upstream direction of the bus line. The preset area near each upstream intersection and the preset area near the current intersection are combined to obtain a union, and the first trajectory point of the bus entering the union is taken as the starting point, and the trajectory point T' closest to the center of the current intersection area is retained as the end point. All trajectory points in the trajectory data between the starting point and the end point are connected in sequence as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection.

[0098] In S4, Figure 4 As shown, if there is at least one other bus station upstream of the intersection area of ​​the current intersection, the trajectory point closest to the nearest bus station is taken as the starting point, and the trajectory point T' closest to the center of the intersection area is retained as the end point. All trajectory points in the trajectory data between the starting point and the end point are connected in sequence as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection.

[0099] In S4, if there is both at least one bus stop and at least one other intersection upstream of the intersection area of ​​the current intersection, the process is performed in the same manner as when there is at least one other bus stop upstream.

[0100] S5. Determine whether there is a delay based on bus travel delay, bus segment travel delay, bus stop time, and intersection delay.

[0101] In the specific implementation, the bus travel delay, bus segment travel delay, bus stop time, and intersection delay are compared with their corresponding preset thresholds to determine the bus delay:

[0102] If the bus travel delay, bus segment travel delay, bus stop time, and intersection delay do not exceed their respective preset thresholds, the bus will not be delayed, otherwise the bus will be delayed.

[0103] In the embodiment, the intersections where the average bus delay is less than 20 seconds account for 69.2% (339 intersections), the intersections where the average delay is greater than 20 seconds but less than 40 seconds account for 27.3% (134 intersections), and the intersections where the average delay is greater than 40 seconds account for 3.5% (17 intersections).

[0104] From the implementation, it can be seen that the overall bus delays at signalized intersections in the main urban area of ​​a city are moderate, but there are a small number of intersections where buses passing through these intersections experience significant delays.

[0105] In the above S1, S2, and S4, the travel delay is calculated according to the travel trajectory using the following formula:

[0106] Travel delay △T=(S 达到时间 -S 出发时间 )-S 总路程 / V

[0107] Among them, △T represents the travel delay, V represents the preset average speed, S 达到时间 Indicates the arrival time of the trip, S 出发时间 Indicates the departure time of the trip, S 总路程 Indicates the total distance of the trip.

[0108] In a specific implementation, the preset average vehicle speed refers to an average vehicle speed of 18 kilometers per hour, that is, 18 (km / h).

Claims

1. A bus operation delay estimation method based on trajectory data, characterized by: S1. Obtaining bus travel delays based on the trajectory data of bus schedules; S2, obtaining the travel delay between bus segments according to the trajectory data between the stop sites; S3, obtaining the bus stop time according to the trajectory data near the stop station; S4, obtaining intersection delay according to trajectory data near the intersection; S5. Determine whether there is a delay based on bus travel delay, bus segment travel delay, bus stop time, and intersection delay; The S3 is specifically: For each stop, find the set of trajectory points in the vicinity of the stop, and take the recording time of the first trajectory point in the vicinity of the stop as the stop start time T in chronological order. start The recorded time of the last track point in the vicinity of the stop is taken as the stop end time T end ; Time T from the stop start To the end time of the stop T end Among all the trajectory points in the time period between the two, a trajectory point sequence consisting of a plurality of continuous trajectory points whose recorded speeds are all 0 is searched, and then the recorded time between the starting point and the end point of each trajectory point sequence is calculated as the stay time of the trajectory point sequence, and the stay time of all trajectory point sequences is added up as the bus stop time of the bus stop; The S4 is specifically: Then, all the trajectory points in the trajectory data of each bus entering the intersection area from the first trajectory point T0 entering the intersection area to the trajectory point T' closest to the center of the intersection area are extracted, and all the trajectory points are connected in sequence as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection; In S4, if there is at least one other intersection upstream of the intersection area of ​​the current intersection, a preset area is established near the center of each intersection upstream, and the preset area near each intersection upstream and the preset area near the current intersection are combined to obtain a union, and the first trajectory point of the bus entering the union is taken as the starting point, and the trajectory point T' closest to the center of the current intersection area is retained as the end point, and all trajectory points in the trajectory data between the starting point and the end point are sequentially connected as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection; In S4, if there is at least one other bus station upstream of the intersection area of ​​the current intersection, the trajectory point closest to the nearest bus station is taken as the starting point, the trajectory point T' closest to the center of the intersection area is retained as the end point, all trajectory points in the trajectory data between the starting point and the end point are sequentially connected as the travel trajectory of the intersection, and then the travel delay of the intersection is calculated as the travel delay of the intersection; In S4, if there is at least one bus station and at least one other intersection upstream of the intersection area of ​​the current intersection, the same processing is performed as above; In S1, S2, and S4, the travel delay is calculated according to the travel trajectory using the following formula: Travel delay △T=(S 达到时间 -S 出发时间 )-S 总路程 / V Among them, △T represents the travel delay, V represents the preset average speed, S 达到时间 Indicates the arrival time of the trip, S 出发时间 Indicates the departure time of the trip, S 总路程 Indicates the total distance of the trip; S5 specifically includes comparing the bus travel delay, bus segment travel delay, bus stop time, and intersection delay with their respective corresponding preset thresholds to make a bus delay judgment: If the bus travel delay, bus segment travel delay, bus stop time, and intersection delay do not exceed their respective preset thresholds, the bus will not be delayed, otherwise the bus will be delayed.

2. A bus operation delay estimation method based on trajectory data according to claim 1, characterized in that: The S1 is specifically: Extract the travel trajectory data of the bus schedule, obtain the travel trajectory of each bus schedule, and then calculate the travel delay of the travel trajectory as the travel delay of the bus schedule; The detailed steps of extracting the trajectory data of bus schedules include: (1) For each bus route, traverse all operating buses; (2) For each bus, the starting point and the end point of the bus route are found by searching the basic information table of the bus route, and the first trajectory point with a speed not equal to 0 within a preset area near the starting point is used as the starting point of the travel trajectory of the bus for this bus trip; (3) Find, in chronological order, the first trajectory point with a speed of 0 that occurs within a preset area near the end point and has a parking time that exceeds a preset parking time threshold, and use it as the end point of the trip trajectory of the bus for this bus trip; (4) Connecting each trajectory point in the trajectory data between the starting point and the end point in sequence is processed as the travel trajectory of the bus for this bus trip.

3. The bus operation delay estimation method based on trajectory data according to claim 1, characterized in that: The S2 is specifically: S21, traverse all the bus stops on each bus route; S22, according to each stop, from the travel trajectory of each bus trip of each bus under the bus line, according to the time sequence, find the first trajectory point with a speed of 0 within the preset area near the stop, as the key trajectory point for the bus to arrive at the stop; At the same time, within the preset area near the stop, according to the time sequence, the next trajectory point of the last trajectory point with a speed of 0 is found as the key trajectory point for the bus to leave the stop; S23, after the above steps, the key trajectory point S that leaves the previous stop is depart and the key trajectory point S to the next stop arrive The trajectory points between the bus segments are connected in sequence as the travel trajectory between the bus segments, and then the travel delay between the bus segments is calculated.

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