A method for pedestrian crossing at an intersection based on autonomous driving based on a transfer station

Abstract

The present invention is aimed at the automatic driving intersection, and designs a pedestrian crossing control method based on a transfer station. A pedestrian transfer station is set inside the intersection, and an automatic driving pedestrian crossing shuttle bus is set at each corner of the intersection. The shuttle bus transports pedestrians crossing the street to the transfer station, and then uniformly transfers pedestrians who arrive at the same demand corner at the transfer station to the destination corner. First, the basic information of the intersection, the transfer station and the pedestrian crossing shuttle bus is determined, and the pedestrian crossing demand at each corner of the intersection and the transfer station is collected; secondly, a pedestrian crossing shuttle bus driving path selection model based on the transfer station is established, and according to the different pedestrian demand in each corner, an operation plan is formulated for each pedestrian crossing shuttle bus, and the driving path and the number of passengers getting on and off at the transfer station and each node are determined. The present invention provides a pedestrian crossing method based on a transfer station for an automatic driving intersection without signal control, so that the safety of pedestrian crossing is guaranteed while improving the operation efficiency of the intersection.

Description

Technical Field

[0001] The present invention belongs to the field of intelligent traffic control and relates to the technical field of traffic control for pedestrians crossing at an autonomous driving intersection. The present invention sets a pedestrian transfer station at the center of the intersection and proposes a method for centralized transfer of pedestrians based on the transfer station. Background Art

[0002] Autonomous driving technology is a hot topic in the current transportation field and is also a trend in future transportation development. Autonomous driving vehicles can exchange information when passing through intersections, cooperate with each other according to certain traffic rules, avoid traffic conflicts, and pass through intersections without obstacles, thereby effectively alleviating traffic congestion, reducing traffic accidents, and improving traffic efficiency. While autonomous driving vehicles are passing through intersections, intersections no longer have signal lights and crossing phases for pedestrians to cross the street. Pedestrians crossing intersections in the same way as unsignalized intersections will cause frequent interference to autonomous driving vehicles and it will be difficult to ensure the safety of pedestrians crossing the street.

[0003] The present invention sets a pedestrian transfer station inside the intersection, and sets a pedestrian crossing shuttle bus stop at each corner of the intersection. The pedestrian crossing shuttle bus transfers pedestrians from each corner of the intersection to the transfer station, and then transports the pedestrians at the transfer station to the destination crossing demand point, thereby realizing the safe crossing of pedestrians. The problem to be solved by this patent is how to formulate a driving plan for the pedestrian crossing shuttle bus when one or more pedestrian crossing shuttle buses are running at the same time, determine the number of passengers getting on and off each pedestrian crossing shuttle bus at each stop and transfer station, and the best driving path, so that the pedestrian crossing demand at each corner of the intersection can be met to the maximum extent.

[0004] After searching the literature on existing technologies, it was found that the research on traffic control at autonomous driving intersections considering pedestrian crossing mainly focused on analyzing the conflict between pedestrians and autonomous driving vehicles and pedestrian decision-making, but there was little research on setting up pedestrian crossing shuttles at autonomous driving intersections. Currently, there is no research on setting up pedestrian transfer stations inside intersections, using pedestrian crossing shuttles to transport pedestrians in a centralized manner according to pedestrian crossing needs, and formulating shuttle operation plans. Summary of the invention

[0005] Technical problem: The present invention sets a pedestrian transfer station at the center of the intersection, and provides a method for transferring pedestrians using a shuttle bus based on the transfer station, determines the operation plan of the shuttle bus, reduces the conflict between pedestrians and vehicles, and improves the efficiency of pedestrian crossing while ensuring that pedestrians can cross the street safely;

[0006] Technical solution: To solve the above technical problems, the method of the present invention comprises the following steps:

[0007] Step 1: Determine the basic information of the intersection and pedestrian transfer station, determine the basic parameters of the pedestrian crossing shuttle bus, and collect the pedestrian crossing demand at each corner of the intersection and the transfer station;

[0008] Step 2: Establish the constraints on passenger capacity and driving route selection based on the pedestrian crossing demand at each corner of the intersection and at the transfer station, the number of pedestrian crossing shuttles, and the capacity limit of the shuttles;

[0009] Step 3: Based on the running time of the pedestrian crossing shuttle bus between each node and the transfer station, with the goal of minimizing the total travel time of all pedestrian crossing shuttle buses, calculate the optimal traffic plan for each shuttle bus inside the intersection.

[0010] The step 1 comprises the following steps:

[0011] Step 11: Collect basic information about intersections and transfer stations, including the type of intersection, number of lanes and lane width, and size of pedestrian transfer stations; determine basic parameters of pedestrian crossing shuttles, including the number of pedestrian crossing shuttles, represented by N; the capacity of the kth pedestrian crossing shuttle, represented by C k denoted by, where k∈N, the unit is person; the stop time of the kth pedestrian crossing shuttle at each node is denoted by F k The unit is seconds; the stop time of the kth pedestrian crossing shuttle bus at the transfer station is F′ k denoted by time, in seconds; the stops of pedestrian crossing shuttle buses at the intersection are distributed at the four corners of the intersection, namely, positions 1, 2, 3, and 4. One pedestrian crossing shuttle bus can stop at each position, and the shuttle bus departs or arrives at the stop point; the departure node set of pedestrian crossing shuttle buses is denoted by O, O = {1, 2, 3, 4}, the arrival node set is denoted by D, D = {1, 2, 3, 4}, the departure node is denoted by i, and the arrival node is denoted by j, where i∈O, j∈D, and i→j is used to indicate that the pedestrian crossing shuttle bus departs from node i and runs to node j after passing through the transfer station; when the intersection is a Y-type or T-type intersection, the stops of pedestrian crossing shuttle buses at the intersection are distributed at the three corners of the intersection, namely, positions 1, 2, and 3; the travel time of the pedestrian crossing shuttle bus between nodes i and j is denoted by c i,j Indicates that, i∈O, j∈D, c is calculated based on the number of lanes at the intersection, lane width, and the speed of the pedestrian crossing shuttle bus. i,j The length of the time window is the time it takes for the pedestrian crossing shuttle bus to start from node i and travel to node j after passing through the transfer station.

[0012] The step 2, based on the pedestrian crossing demand at each corner of the intersection and at the transfer station, the number of pedestrian crossing shuttle buses, and the capacity limit of the shuttle buses, establishes the constraint conditions for passenger capacity and driving route selection, including the following steps:

[0013] Step 21: After the pedestrian crossing shuttle bus departs from node i, it can only travel to a certain arrival node j, and only one pedestrian crossing shuttle bus is allowed to stop at each corner stop; t,k,i→j represents the trajectory of the kth pedestrian crossing shuttle from node i to node j in the tth time window, r t,k,i→j is a binary decision variable, when r t,k,i→j =1 means the shuttle bus passes through this track, otherwise the shuttle bus does not pass through this track. t,k,i→j Satisfy the constraints of formulas (1)-(3):

[0014]

[0015]

[0016]

[0017] Set the departure node of the pedestrian crossing shuttle bus in the first time window. When the number of pedestrian crossing shuttle buses is 1, the shuttle bus departs from node 1, satisfying the constraint of formula (4); when the number of pedestrian crossing shuttle buses is 2, the shuttle bus departs from nodes 1 and 2 respectively, satisfying formulas (4)-(5); when the number of pedestrian crossing shuttle buses is 3, the shuttle bus departs from nodes 1, 2 and 3 respectively, satisfying the constraints of formulas (4)-(6):

[0018]

[0019]

[0020]

[0021] In the tth time window, the starting point of the path of the kth pedestrian crossing shuttle bus should be the end point of the shuttle bus's driving path in the t-1th time window, satisfying the constraint of formula (7):

[0022]

[0023] Step 22: In the tth time window, the pedestrian demand d with the departure node i and the arrival node j t,i→j It is expressed by formula (8);

[0024]

[0025] In formula (8), d t-1,i→j represents the pedestrian demand in the t-1th time window, with the departure node as i and the arrival node as j; b t-1,k,i→j represents the number of passengers picked up by the kth pedestrian crossing shuttle bus at the departure node i and arriving at the arrival node j in the t-1th time window;

[0026] In the tth time window, the actual number of pedestrians b picked up by the kth pedestrian crossing shuttle at the departure node i and arriving at the arrival node j is t,k,i→j Satisfy the constraints of formulas (9)-(14):

[0027]

[0028]

[0029]

[0030]

[0031] In formulas (9)-(12), b max,t,k,i→j is an intermediate variable, indicating the maximum number of pedestrians that the kth pedestrian crossing shuttle bus picks up at node i and arrives at node j in the tth time window, in units of people; b min,t,k,i→j is an intermediate variable, indicating the minimum number of pedestrians that the kth pedestrian crossing shuttle bus picks up at node i and arrives at node j in the tth time window, in units of people; M is a large positive number;

[0032]

[0033]

[0034] Consider the capacity limit of the pedestrian shuttle bus C k , the actual passenger capacity L of the kth shuttle bus leaving the departure node i in the tth time window t,k,i Satisfy the constraints of formula (15):

[0035]

[0036] Step 23: In the tth time window, after the pedestrian crossing shuttle arrives at the transfer station and completes the drop-off, the number of waiting pedestrians at the transfer station with the direction i→j is Q t,i→j Satisfy the constraints of formula (16):

[0037]

[0038] Q in formula (16) t-1,i→j represents the number of pedestrians waiting to cross the street in the transfer station in the t-1th time window after the pedestrian crossing shuttle arrives at the transfer station and completes the drop-off; s t-1,k,i→j represents the number of pedestrians crossing the street from i to j in the t-1th time window and taking the kth pedestrian crossing shuttle bus at the transfer station, s′ t,k,i→j represents the number of pedestrians crossing the street from i to j among the pedestrians getting off the k-th pedestrian crossing shuttle bus at the transfer station in the t-th time window;

[0039] In the tth time window, all passengers on the kth pedestrian crossing shuttle bus get off at the transfer station, and the number of pedestrians getting off is s′ t,k,i→j Calculated by formula (17);

[0040]

[0041] In the tth time window, the actual number of pedestrians picked up by the kth pedestrian crossing shuttle bus at the transfer station with the crossing direction i→j satisfies the constraints of formulas (18)-(23):

[0042]

[0043]

[0044]

[0045]

[0046] In formulas (18)-(21), s max,t,k,i→j is an intermediate variable, indicating the maximum number of pedestrians whose crossing direction is i→j carried by the kth pedestrian crossing shuttle bus at the transfer station in the tth time window; s min,t,k,i→j is an intermediate variable, indicating the minimum number of pedestrians crossing direction i→j picked up by the k-th pedestrian crossing shuttle bus at the transfer station in the t-th time window;

[0047]

[0048]

[0049] Consider the capacity limit of the pedestrian crossing shuttle bus C k , in the tth time window, the kth shuttle bus departs from the transfer station and drives to the actual passenger capacity L′ of the arrival node j t,k,j Satisfy the constraints of formula (24);

[0050]

[0051] Step 3: Based on the running time of the pedestrian crossing shuttle bus between each node and the transfer station, with the goal of minimizing the total travel time of all pedestrian crossing shuttle buses, calculate the optimal traffic plan for each shuttle bus inside the intersection.

[0052] Step 31: In the t-1 time window, the time when the kth pedestrian crossing shuttle arrives at node i is represented by p t-1,i,k Indicates that the time when the t-th time window leaves node i is represented by P t,i,k It means that the constraints of formulas (25)-(26) are satisfied:

[0053]

[0054] In formula (25), F k Indicates the parking time of the pedestrian crossing shuttle at the corner node, in seconds;

[0055]

[0056] In formula (26), F′ k Indicates the stop time of the pedestrian crossing shuttle bus at the transfer station; c i→j represents the travel time of the shuttle bus between nodes i and j;

[0057] Use T t,k,j Represents the path r t,k,i→j The time when the shuttle bus departs from the transfer station satisfies the constraint of formula (27) and is expressed by T′ t,k,j Represents the path r t,k,j→p The time when the shuttle bus arrives at the transfer station satisfies the constraint of formula (28). To avoid the existence of two shuttle buses on the same channel at the same time, within the same time window, the time when the mth pedestrian crossing shuttle bus arrives at the transfer station should be less than or equal to the time when the kth pedestrian crossing shuttle bus departs from the transfer station, satisfying the constraint of formula (29):

[0058]

[0059]

[0060]

[0061] In formula (27) and formula (28), c′ i represents the time it takes for the pedestrian crossing shuttle to travel from node i to the transfer station, c′ j represents the time it takes for the shuttle bus to travel from node j to the transfer station;

[0062] Step 32: Taking the total travel time of all pedestrian shuttles as the minimum as the goal, establish the objective function as shown in formula (30);

[0063]

[0064] According to the objective function of formula (30) and formulas (1)-(29), the optimal operation plan for each pedestrian crossing shuttle bus can be calculated under different pedestrian crossing demands.

[0065] Beneficial effects: Compared with the prior art, the present invention has the following advantages:

[0066] The present invention is aimed at the scene of autonomous driving intersections without signal control. A pedestrian transfer station is set up inside the intersection, and a pedestrian crossing method based on the transfer station is proposed. Pedestrians are transported in a centralized manner by pedestrian crossing shuttle buses. Passages are set up between each corner and the transfer station, which greatly reduces the conflict between pedestrian crossing and social vehicle traffic, and effectively ensures the safety of pedestrian crossing. The present invention has good universality and can optimize the driving trajectory of each shuttle bus and determine the optimal number of passengers boarding and alighting according to different intersection types and different pedestrian crossing needs, with the goal of minimizing the total operating time of all pedestrian crossing shuttle buses. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Figure 1 is a flow chart of the method of the present invention;

[0068] Figure 2 This is a schematic diagram of the parking position of the pedestrian crossing shuttle bus at the crossroad;

[0069] Figure 3 A schematic diagram of the best driving route for a single pedestrian crossing shuttle bus;

[0070] Figure 4 A schematic diagram of the best driving routes for two pedestrian crossing shuttle buses; DETAILED DESCRIPTION

[0071] The following is combined with Figure 1-4 The present invention is further described in detail with reference to the accompanying drawings and embodiments, but the embodiments of the present invention are not limited thereto. The embodiments of the present invention are not limited by the embodiments, and any other changes, modifications, substitutions, combinations, and simplifications made without departing from the spirit and principle of the present invention shall be equivalent replacement methods and shall be included in the protection scope of the present invention.

[0072] A method for pedestrian crossing at an intersection by automatic driving based on a transfer station, the steps are as follows:

[0073] Step 1: Determine the basic information of the intersection and pedestrian transfer station, determine the basic parameters of the pedestrian crossing shuttle bus, and collect the pedestrian crossing demand at each corner of the intersection;

[0074] Step 2: Establish the constraints on passenger capacity and driving route selection based on the pedestrian crossing demand at each corner of the intersection and at the transfer station, the number of pedestrian crossing shuttles, and the capacity limit of the shuttles;

[0075] Step 3: Based on the running time of the pedestrian crossing shuttle bus between each node and the transfer station, with the goal of minimizing the total travel time of all pedestrian crossing shuttle buses, calculate the optimal traffic plan for each shuttle bus inside the intersection.

[0076] The information collected in step 1 is used as the input of the model. In step 11, the basic information of the intersection is determined. In the embodiment, the intersection is an orthogonal cross intersection. The parking points of the intersection are distributed at the four corners of the intersection, and one parking point can be set at each corner. The basic parameters of the pedestrian crossing shuttle bus are determined. The capacity C of the pedestrian crossing shuttle bus is k = 18 people, stop time at each corner node F k = 10s, stop time at the transfer station F′ k =10s; c i→j represents the travel time of the pedestrian crossing shuttle between nodes i and j, where i∈O, j∈D; in Example 1, the specific travel time c between nodes i and j is i→j As shown in Table 1:

[0077] Table 1 Travel time c in the embodiment i→j Value table

[0078] Starting point → End point <![CDATA[c i→j (s)]]> Starting point → End point <![CDATA[c i→j (s)]]> 1→1 0s 3→1 20.50s 1→2 20.50s 3→2 24.04s 1→3 20.50s 3→3 0s 1→4 24.04s 3→4 20.50s 2→1 20.50s 4→1 24.04s 2→2 0s 4→2 20.50s 2→3 24.04s 4→3 20.50s 2→4 20.50s 4→4 0s

[0079] Step 11: Collect pedestrian crossing demands at each corner of the intersection and at the transfer station at a certain time. The pedestrian crossing demands at each corner are shown in Table 2, and the pedestrian crossing demands at the transfer station are shown in Table 3:

[0080] Table 2 Pedestrian crossing demand table at each corner in the embodiment

[0081] Starting point → End point 1→2 1→3 1→4 2→1 2→3 2→4 Number of pedestrians crossing the street 4 4 7 8 7 3 Starting point → End point 3→1 3→2 3→4 4→1 4→2 4→3 Number of pedestrians crossing the street 5 2 5 8 9 2

[0082] Table 3 Pedestrian crossing demand table at transfer station in the embodiment

[0083] Starting point → End point 1→2 1→3 1→4 2→1 2→3 2→4 Number of pedestrians crossing the street 2 3 1 1 2 0 Starting point → End point 3→1 3→2 3→4 4→1 4→2 4→3 Number of pedestrians crossing the street 3 1 0 2 3 4

[0084] Step 2 is to set constraints based on capacity constraints and path selection. In the embodiment, when the number of pedestrian ferry vehicles is 1, that is, N=1. According to the constraint formulas (1)-(29) of step 2 and step 31 and the objective function formula (30) of step 32, the driving route of the pedestrian ferry and the actual number of passengers departing from each node and transfer station can be calculated. The optimal driving route of the pedestrian ferry is shown in Table 4.

[0085] Table 4 Optimal driving route for a single pedestrian crossing shuttle in the embodiment

[0086] Best route for shuttle bus 1→2 2→1 1→3 3→4 4→2 2→4 4→3 3→1 Departure Node Passenger Capacity 15 18 0 12 18 0 1 0 Transfer station passenger capacity 9 10 16 16 12 0 6 17

[0087] When the number of pedestrian crossing shuttle buses is 2, the optimal driving routes of the two shuttle buses are shown in Table 5.

[0088] Table 5 Optimal driving routes of two pedestrian crossing shuttle buses

[0089] Best route for shuttle bus 1 1→2 2→4 4→3 3→1 Departure Node Passenger Capacity 15 0 2 7 Transfer station passenger capacity 9 11 11 13 The best route for shuttle bus 2 2→1 1→3 3→4 4→2 Departure Node Passenger Capacity 18 0 5 17 Transfer station passenger capacity 14 7 5 12

[0090] The implementation methods of the present invention are not limited to the embodiments described, and any other changes, modifications, substitutions, combinations, and simplifications made without departing from the spirit and principles of the present invention shall be equivalent replacement methods and shall be included in the protection scope of the present invention.

Claims

1. A method for pedestrian crossing at an intersection based on an automatic driving system for a transfer station, characterized in that: The method comprises the following steps: Step 1: Determine the basic information of the intersection and pedestrian transfer station, determine the basic parameters of the pedestrian crossing shuttle bus, and collect the pedestrian crossing demand at each corner of the intersection and the transfer station; Step 2: According to the pedestrian crossing demand at each corner of the intersection and at the transfer station, the number of pedestrian crossing shuttles, and the capacity limit of the shuttles, set the constraints on passenger capacity and driving route selection; Step 3: Based on the running time of the pedestrian crossing shuttle bus between each node and the transfer station, with the goal of minimizing the total travel time of all pedestrian crossing shuttle buses, calculate the optimal traffic plan for each shuttle bus inside the intersection; The step 1 comprises the following steps: Step 11: Collect basic information about intersections and transfer stations, including the type of intersection, number of lanes and lane width, and size of pedestrian transfer stations; determine basic parameters of pedestrian crossing shuttles, including the number of pedestrian crossing shuttles, represented by N; the capacity of the kth pedestrian crossing shuttle, represented by C k denoted by, where k∈N, the unit is person; the stop time of the kth pedestrian crossing shuttle at each node is denoted by F k The unit is seconds; the stop time of the kth pedestrian crossing shuttle bus at the transfer station is F′ k denoted by time, in seconds; the stops of pedestrian crossing shuttle buses at the intersection are distributed at the four corners of the intersection, namely, positions 1, 2, 3, and 4. One pedestrian crossing shuttle bus can stop at each position, and the shuttle bus departs or arrives at the stop point; the departure node set of pedestrian crossing shuttle buses is denoted by O, O = {1, 2, 3, 4}, the arrival node set is denoted by D, D = {1, 2, 3, 4}, the departure node is denoted by i, and the arrival node is denoted by j, where i∈O, j∈D, and i→j is used to indicate that the pedestrian crossing shuttle bus departs from node i and runs to node j after passing through the transfer station; when the intersection is a Y-type or T-type intersection, the stops of pedestrian crossing shuttle buses at the intersection are distributed at the three corners of the intersection, namely, positions 1, 2, and 3; the travel time of the pedestrian crossing shuttle bus between nodes i and j is denoted by c i,j Indicates that, i∈O, j∈D, c is calculated based on the number of lanes at the intersection, lane width, and the speed of the pedestrian crossing shuttle bus. i,j ; The time it takes for the pedestrian crossing shuttle bus to start from node i and travel to node j after passing through the transfer station is taken as the length of the time window; The step 3 comprises the following steps: Step 31: In the t-1 time window, the time when the kth pedestrian crossing shuttle arrives at node i is represented by p t-1,i,k Indicates that the time when the t-th time window leaves node i is represented by P t,i,k It means that the constraints of formula (1)-(2) are satisfied: In formula (1), F k Indicates the parking time of the pedestrian crossing shuttle at the corner node, in seconds; In formula (2), F′ k Indicates the stop time of the pedestrian crossing shuttle bus at the transfer station; c i→j represents the travel time of the shuttle bus between nodes i and j; Use T t,k,j Represents the path r t,k,i→j The time when the shuttle bus departs from the transfer station satisfies the constraints of formula (3) and is expressed as T′ t,k,j Represents the path r t,k,j→p The time when the mth pedestrian crossing shuttle arrives at the transfer station satisfies the constraint of formula (4). To avoid the existence of two shuttles on the same channel at the same time, within the same time window, the time when the mth pedestrian crossing shuttle arrives at the transfer station should be less than or equal to the time when the kth pedestrian crossing shuttle departs from the transfer station, satisfying the constraint of formula (5): In formula (3) and formula (4), c′ i represents the time it takes for the pedestrian crossing shuttle to travel from node i to the transfer station, c′ j represents the time it takes for the shuttle bus to travel from node j to the transfer station; Step 32: Taking the total travel time of all pedestrian shuttles as the minimum as the goal, establish the objective function as shown in formula (6); 2. The method for pedestrian crossing at an intersection by automatic driving based on a transfer station according to claim 1, characterized in that: The step 2 comprises the following steps: Step 21: After the pedestrian crossing shuttle bus departs from node i, it can only travel to a certain arrival node j, and only one pedestrian crossing shuttle bus is allowed to stop at each corner stop; t,k,i→j represents the trajectory of the kth pedestrian crossing shuttle from node i to node j in the tth time window, r t,k,i→j is a binary decision variable, when r t,k,i→j =1 means the shuttle bus passes through this track, otherwise the shuttle bus does not pass through this track. t,k,i→j Satisfy the constraints of formulas (7)-(9): Set the departure node of the pedestrian crossing shuttle bus in the first time window. When the number of pedestrian crossing shuttle buses is 1, the shuttle bus departs from node 1, satisfying the constraint of formula (10); when the number of pedestrian crossing shuttle buses is 2, the shuttle bus departs from nodes 1 and 2 respectively, satisfying formulas (10)-(11); when the number of pedestrian crossing shuttle buses is 3, the shuttle bus departs from nodes 1, 2 and 3 respectively, satisfying the constraints of formulas (10)-(12): In the tth time window, the starting point of the path of the kth pedestrian crossing shuttle bus should be the end point of the shuttle bus's driving path in the t-1th time window, satisfying the constraint of formula (13): Step 22: In the tth time window, the pedestrian demand d with the departure node i and the arrival node j t,i→j It is expressed by formula (14); In formula (14), d t-1,i→j represents the pedestrian demand in the t-1th time window, with the departure node as i and the arrival node as j; b t-1,k,i→j represents the number of passengers picked up by the kth pedestrian crossing shuttle bus at the departure node i and arriving at the arrival node j in the t-1th time window; In the tth time window, the actual number of pedestrians b picked up by the kth pedestrian crossing shuttle at the departure node i and arriving at the arrival node j is t,k,i→j Satisfy the constraints of formulas (15)-(20): In formulas (15)-(18), b max,t,k,i→j is an intermediate variable, indicating the maximum number of pedestrians that the kth pedestrian crossing shuttle bus picks up at node i and arrives at node j in the tth time window, in units of people; b min,t,k,i→j is an intermediate variable, indicating the minimum number of pedestrians that the kth pedestrian crossing shuttle bus picks up at node i and arrives at node j in the tth time window, in units of people; M is a large positive number; Consider the capacity limit of the pedestrian shuttle bus C k , the actual passenger capacity L of the kth shuttle bus leaving the departure node i in the tth time window t,k,i Satisfy the constraints of formula (21): Step 23: In the tth time window, after the pedestrian crossing shuttle arrives at the transfer station and completes the drop-off, the number of waiting pedestrians at the transfer station with the direction i→j is Q t,i→j Satisfy the constraints of formula (22): Q in formula (22) t-1,i→j represents the number of pedestrians waiting to cross the street in the transfer station in the t-1th time window after the pedestrian crossing shuttle arrives at the transfer station and completes the drop-off; s t-1,k,i→j represents the number of pedestrians crossing the street from i to j in the t-1th time window and taking the kth pedestrian crossing shuttle bus at the transfer station, s′ t,k,i→j represents the number of pedestrians crossing the street from i to j among the pedestrians getting off the k-th pedestrian crossing shuttle bus at the transfer station in the t-th time window; In the tth time window, all passengers on the kth pedestrian crossing shuttle bus get off at the transfer station, and the number of pedestrians getting off is s′ t,k,i→j Calculated by formula (23); In the tth time window, the actual number of pedestrians picked up by the kth pedestrian crossing shuttle bus at the transfer station with the crossing direction i→j satisfies the constraints of formulas (24)-(29): In formulas (24)-(27), s max,t,k,i→j is an intermediate variable, indicating the maximum number of pedestrians whose crossing direction is i→j carried by the kth pedestrian crossing shuttle bus at the transfer station in the tth time window; s min,t,k,i→j is an intermediate variable, indicating the minimum number of pedestrians crossing direction i→j picked up by the k-th pedestrian crossing shuttle bus at the transfer station in the t-th time window; Consider the capacity limit of the pedestrian crossing shuttle bus C k , in the tth time window, the kth shuttle bus departs from the transfer station and drives to the actual passenger capacity L′ of the arrival node j t,k,j Satisfy the constraints of formula (30);

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