A bus arrival control method and server

Abstract

The application provides a bus arrival station control method and a server, and belongs to the technical field of intelligent traffic and automatic driving. The bus sends a real-time position to the server, the server acquires a predicted time of the bus to arrive at a corresponding station and a historical running speed from historical operation data according to the real-time position, further acquires a scheduled time of the bus to arrive at the corresponding station on time, and calculates a recommended running speed according to the predicted time, the scheduled time and the historical running speed and sends the recommended running speed to the bus; after the bus receives the recommended running speed, the recommended running speed is taken as a road direction speed of the bus when the automatic driving control is executed. According to the application, the bus can arrive at the corresponding station on time according to the arrival time defined by the scheduling timetable, the bus company can arrange the buses to arrive at the stations at equal intervals, the buses are balanced and fully utilized, and the operation management of the buses is facilitated.

Description

Technical Field

[0001] This invention relates to a control method and server for bus arrival at stations, belonging to the field of intelligent transportation and autonomous driving technology. Background Technology

[0002] Currently, the public transportation system can only guarantee the punctual departure of buses; whether they arrive at intermediate stops on time depends entirely on the experience of the bus drivers. With the rapid development of autonomous driving technology, autonomous vehicles can now drive automatically on urban roads. However, during operation, these vehicles rely more on perception of current road conditions, speed limits, and driving modes for speed control. This control method is suitable for point-to-point routes and single-passenger vehicles. However, for public transportation vehicles with fixed routes, stops, and departure frequencies, the punctuality of arrival at fixed stops must be ensured according to the bus company's schedule. Excessively fast or slow travel speeds can lead to inaccurate arrival times, resulting in multiple buses on the same route arriving at the same stop simultaneously, or a stop remaining empty for an extended period. This prevents bus companies from utilizing their buses fully and evenly, leading to significant irregularities in bus lifespan and hindering maintenance and replacement. Furthermore, these irregular arrival times make it difficult for passengers to predict bus arrival times, severely impacting their waiting experience. Summary of the Invention

[0003] The purpose of this invention is to provide a bus arrival control method and server to solve the problem that it is difficult for autonomous buses to arrive at the station on time.

[0004] To achieve the above objectives, the present invention provides a method for controlling bus arrival at a station, comprising the following steps:

[0005] 1) The bus sends its real-time location to the server;

[0006] 2) Based on the real-time location of the corresponding bus and historical operation data, the server calculates the predicted arrival time of the corresponding bus at the corresponding station.

[0007] 3) The server obtains the scheduled time for the corresponding bus to arrive at the corresponding station on time, and also obtains the historical operating speed of the bus when it is in real time in the historical operation data. Based on the predicted time, the scheduled time, and the historical operating speed, the server calculates the suggested operating speed and sends the suggested operating speed to the corresponding bus.

[0008] If the predicted time is longer than the scheduled time, the historical operating speed will be increased as the recommended operating speed.

[0009] If the predicted time is less than the scheduled time, the historical operating speed will be reduced as the recommended operating speed.

[0010] 4) Buses will use the recommended operating speed as the target speed for the route.

[0011] The bus sends its real-time location to the server. The server receives the real-time location and, based on the real-time location, retrieves the predicted arrival time and historical speed of the bus at the corresponding stop from historical operation data. The server also retrieves the scheduled arrival time of the bus at the corresponding stop. Based on the predicted time, scheduled time, and historical speed, the server calculates a suggested operating speed and sends it to the bus. If the predicted time is greater than the scheduled time, the historical speed at the bus's current location in the historical operation data is increased as the suggested operating speed. If the predicted time is less than the scheduled time, the historical speed at the bus's current location in the historical operation data is decreased as the suggested operating speed. After receiving the suggested operating speed, the bus uses the suggested operating speed as its direction speed when performing automatic driving control.

[0012] Furthermore, in the above method, the server calculates the predicted time of the corresponding bus to the corresponding station based on the real-time location of the corresponding bus and historical operation data as follows: the server obtains the historical operation time of the bus from the real-time location to the corresponding station from the historical operation data, establishes an arrival time prediction model based on the XGBoost model, and obtains the predicted time based on the arrival time prediction model.

[0013] The server obtains the historical travel times of the corresponding bus from its current real-time location to the corresponding stop. By using multiple historical travel times, it trains an arrival time prediction model based on the XGBoost model to build a more accurate arrival time prediction model. The predicted time is then obtained based on this model. Building a more accurate prediction model using multiple sets of historical travel times results in a more precise predicted time, improving the accuracy of the server's calculated recommended operating speed.

[0014] Furthermore, in the above method, in step 3), the method by which the server obtains the scheduled time for the corresponding bus to arrive at the corresponding station on time is as follows: the server stores the schedule of the corresponding bus, the server reads the schedule, and obtains the scheduled time for the bus to arrive at the corresponding station based on the schedule.

[0015] The server uses a locally stored schedule, such as a bus timetable, to determine the precise time when a bus should arrive at the corresponding stop, and uses this time as the scheduled arrival time. Planning based on this schedule allows for the simultaneous control of multiple buses, ensuring their sequential arrival.

[0016] Furthermore, in the above method, in step 3), the method for calculating the recommended operating speed based on the predicted time, the predetermined time, and the historical operating speed is as follows: calculate the ratio or difference between the predicted time and the predetermined time as the speed control parameter, and adjust the historical operating speed according to the speed control parameter to obtain the recommended operating speed.

[0017] Furthermore, in the above method, when the vehicle speed control parameter is the ratio of the predicted time to the predetermined time, the ratio of the historical operating speed to the vehicle speed control parameter is used as the suggested operating speed.

[0018] Furthermore, in the above method, when the vehicle speed control parameter is the difference between the predicted time and the predetermined time, the difference is divided by the predetermined time and then added to a preset value as the vehicle speed control parameter, and the product of the historical operating speed and the vehicle speed control parameter is used as the suggested operating speed.

[0019] This method adjusts historical operating speeds based on the difference between predicted and predetermined times to obtain suggested operating speeds. Specifically, it uses the ratio or difference between the predicted and predetermined times to control historical operating speeds. When using a ratio, if the predicted time is greater than the predetermined time, the suggested operating speed is increased by dividing the historical operating speed by the ratio; if the predicted time is less than the predetermined time, the suggested operating speed is decreased by dividing the historical operating speed by the ratio. Similarly, when using a difference, if the predicted time is greater than the predetermined time, the suggested operating speed is increased by dividing the difference by the predetermined time plus 1 and then multiplying by the historical operating speed; if the predicted time is less than the predetermined time, the suggested operating speed is decreased by dividing the difference by the predetermined time plus 1 and then multiplying by the historical operating speed. This example only illustrates the ratio and difference methods for measuring the difference between predicted and predetermined times; the calculations are relatively simple and ensure timely feedback of suggested operating speeds.

[0020] Furthermore, in the above method, the server also obtains traffic light information between the real-time location of the bus and the corresponding stop. When it is determined that the bus is waiting at one or more traffic lights during its journey, the server also subtracts the waiting time at the traffic lights from the predetermined time when calculating the recommended running speed.

[0021] The server can also obtain traffic light information between the real-time location of the bus and the corresponding stop from the big data. When it is determined that the bus needs to stop and wait during a certain period of time, the waiting time at the traffic light is subtracted from the scheduled time, thereby calculating a more accurate suggested running speed and improving the punctuality of bus arrivals.

[0022] Furthermore, in the above method, the server also obtains traffic flow information from the bus's real-time location to the corresponding stop during its journey, and at least divides the road into congested and uncongested sections based on the traffic flow information. When the road is congested, the server sends a suggestion to reduce the operating speed to the corresponding bus, and when the road is uncongested, the server sends a suggestion to increase the operating speed to the corresponding bus.

[0023] The server also obtains traffic flow information from big data on the real-time location of buses to corresponding stops during their journey. Based on the traffic flow information, the server divides the road segment to be traveled next. In this method, the road conditions are simply divided into congested and smooth traffic. When the traffic is congested, the recommended operating speed is further reduced before being sent to the corresponding bus. When the traffic is smooth, the recommended operating speed is further increased before being sent to the corresponding bus. This can enhance the accuracy of operating speed calculation and improve the accuracy of on-time arrival.

[0024] The present invention also provides a server, including a memory and a processor, wherein the processor executes instructions stored in the memory to implement the following bus arrival control method:

[0025] 1) Obtain the real-time location of the bus and calculate the predicted arrival time of the corresponding bus at the corresponding station based on historical operation data;

[0026] 2) Obtain the scheduled time for the corresponding bus to arrive at the corresponding station on time, and also obtain the historical operating speed of the bus at the real-time location in the historical operation data, and calculate the suggested operating speed based on the predicted time, scheduled time and historical operating speed;

[0027] If the predicted time is longer than the scheduled time, the historical operating speed will be increased as the recommended operating speed.

[0028] If the predicted time is less than the scheduled time, the historical operating speed will be reduced as the recommended operating speed.

[0029] 3) Send suggested operating speeds to the corresponding buses.

[0030] Furthermore, in the processor described above, in step 1), the method for calculating the predicted time of the corresponding bus to the corresponding station based on historical operation data is as follows: obtain the historical operation time of the bus from the real-time location to the corresponding station from the historical operation data, establish an arrival time prediction model based on the XGBoost model, and obtain the predicted time based on the arrival time prediction model.

[0031] Furthermore, in the processor described above, in step 2), the method for obtaining the scheduled time for the corresponding bus to arrive at the corresponding station on time is as follows: the running schedule of the corresponding bus is stored in the memory, the processor reads the running schedule, and obtains the scheduled time for the bus to arrive at the corresponding station based on the running schedule.

[0032] Furthermore, in the processor described above, in step 2), the method for calculating the recommended operating speed based on the predicted time, the predetermined time, and the historical operating speed is as follows: calculate the ratio or difference between the predicted time and the predetermined time as the speed control parameter, and adjust the historical operating speed according to the speed control parameter to obtain the recommended operating speed.

[0033] Furthermore, in the processor described above, when the vehicle speed control parameter is the ratio of the predicted time to the predetermined time, the ratio of the historical operating speed to the vehicle speed control parameter is used as the suggested operating speed.

[0034] Furthermore, in the processor described above, when the vehicle speed control parameter is the difference between the predicted time and the predetermined time, the difference is divided by the predetermined time and then added to a preset value as the vehicle speed control parameter, and the product of the historical operating speed and the vehicle speed control parameter is used as the suggested operating speed.

[0035] Furthermore, the processor also acquires traffic light information between the real-time location and the corresponding stop for the bus. When it is determined that the bus is waiting at one or more traffic lights during its journey, the processor subtracts the waiting time at the traffic lights from the predetermined time when calculating the recommended operating speed.

[0036] Furthermore, the processor also acquires traffic flow information from the bus's real-time location to the corresponding stop during its journey, and classifies the road into congested and uncongested sections based on the traffic flow information. When the road is congested, the processor sends a suggestion to reduce the operating speed to the corresponding bus, and when the road is uncongested, the processor sends a suggestion to increase the operating speed to the corresponding bus. Attached Figure Description

[0037] Figure 1 This is a schematic diagram illustrating the information interaction between the autonomous bus and the cloud in this invention;

[0038] Figure 2 This is a schematic diagram of the structure of an embodiment of the method of the present invention;

[0039] Figure 3 This is a schematic diagram of information transmission by the intelligent controller in an embodiment of the method of the present invention;

[0040] Figure 4 This is a schematic diagram of information interaction in the cloud in an embodiment of the method of the present invention;

[0041] Figure 5 This is a schematic diagram of information reception by the intelligent controller in an embodiment of the method of the present invention.

[0042] In the diagram, 1 is the sensing and positioning device, 2 is the intelligent controller, 21 is the sensing module, 22 is the decision system, 221 is the decision control module, 222 is the motion control module, 23 is the vehicle information forwarding module, 3 is the vehicle network terminal, 4 is the cloud, 41 is the arrival time prediction module, 42 is the vehicle speed control module, and 5 is the wireless communication network. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0044] Method Implementation Examples:

[0045] The present invention discloses a bus arrival control method, in which the bus sends its location information to the cloud. The cloud (i.e., the server) calculates the distance between the bus and the predetermined stop based on the bus's location, predicts the time when the bus should arrive at the predetermined stop, and provides a suggested operating speed that will allow the bus to arrive at the predetermined stop within the predetermined time. The suggested operating speed is then sent to the bus. When the environment permits, the bus adjusts its speed according to the suggested operating speed as the control target to achieve arrival at the predetermined stop within the predetermined time.

[0046] This method uses sensing and positioning devices installed on buses to obtain the real-time location of the buses and sends this real-time location information to the cloud. The cloud stores the bus's route and schedule. Based on the location of the predetermined stops on the route and the bus's current real-time location, the historical travel time and speed from the current real-time location to the predetermined stops can be obtained from the bus's historical operation data. The historical travel time is used as the prediction time. Based on the schedule, the remaining travel time for the bus to arrive at the predetermined stop at the predetermined time can be calculated. Based on the prediction time and the remaining travel time, the speed control parameters for the bus in the next speed control zone can be determined. Based on the control equations regarding the historical travel speed and speed control parameters, a suggested operating speed can be calculated and sent to the corresponding bus. After receiving the suggested operating speed, the bus uses the suggested operating speed as the speed control target during the automatic driving control process to plan the speed during the automatic driving process, so that the bus travels at the planned speed to achieve on-time arrival at the stop.

[0047] The aforementioned speed control interval can be a set time period or a set distance. The speed control parameter can be the ratio or difference between the predicted time and the remaining travel time. This speed control parameter is substituted into the aforementioned control equation, and the historical operating speed is used as another control variable in the control equation to finally calculate the recommended operating speed.

[0048] like Figure 1As shown, this method uses the bus's intelligent controller and on-board network terminal to calculate, send, and receive bus information. It uses the cloud-based arrival time prediction and speed control system to process the bus information, obtain suggested operating speeds, and send them to the corresponding buses. The bus's intelligent controller receives the suggested operating speeds and adjusts its own automatic driving control process accordingly, planning the speed based on the actual environment of the bus.

[0049] like Figure 2 As shown, the bus includes a sensing and positioning device 1, an intelligent controller 2, and an onboard network terminal 3. The sensing and positioning device 1 includes ranging sensors for acquiring environmental perception information, such as laser sensors, ultrasonic radar sensors, and millimeter-wave radar sensors. These sensors can determine the distance between the bus and other vehicles in the current lane, as well as the distance between the bus and vehicles in adjacent lanes. The sensing and positioning device 1 also includes an inertial navigation device for acquiring the bus's real-time location information, including a gyroscope and an accelerometer. The gyroscope output establishes a navigation coordinate system, and the accelerometer output calculates the bus's real-time position and speed within that coordinate system. The intelligent controller 2 plans the speed for the next speed control interval based on the environmental perception information, real-time position, and real-time speed acquired by the sensing and positioning device 1.

[0050] The intelligent controller 2 includes a perception module 21, a decision-making system 22, and a vehicle information forwarding module 23, wherein the decision-making system 22 includes a decision control module 221 and a motion control module 222. Figure 3 As shown, the perception module 21 receives environmental perception information sent by the ranging sensor, processes it using an algorithm, and sends the processed environmental perception information to the decision system 22. At the same time, the vehicle information forwarding module 23 also sends the operating status information, namely the real-time position and real-time vehicle speed obtained through the inertial navigation device, to the decision system 22.

[0051] The decision control module 221 of the decision system 22 plans the bus speed for the next speed control interval based on environmental perception information and operating status information. In this embodiment, the speed control interval is a set time period. The planning method is as follows: the decision control module 221 uses path planning algorithm and speed planning algorithm to calculate the planned speed based on environmental perception information. At this time, it is necessary to consider the distance between the bus and vehicles in the main lane where the bus is currently located. When the operating conditions of the main lane are good, acceleration or deceleration control is only performed in the main lane to calculate the planned speed. The planned speed at this time is the road-direction speed. If the operating conditions of the main lane are poor, the distance between the bus and vehicles in other lanes is also considered to control the bus to change lanes. The calculated planned speed at this time includes the bus's lane-change speed when changing lanes and the road-direction speed after changing lanes.

[0052] After calculating the planned speed, the decision control module 221 sends the planned speed to the motion control module 222. The motion control module 222 then controls the bus's operation according to the planned speed within the set time period, converting the planned speed information into throttle and braking control information and sending it to the corresponding throttle and braking mechanisms via the vehicle information forwarding module 23 to control the bus's operation. Furthermore, the motion control module 222 also sends the planned speed and planned time (i.e., the set time) to the onboard network terminal 3 via the vehicle information forwarding module 23. The onboard network terminal 3 then sends the planned speed and planned time to the cloud 4 via a wireless communication network 5, such as a 4G mobile communication network. The onboard network terminal 3 also sends the bus's real-time location to the cloud 4.

[0053] Considering the complex road conditions when buses travel on urban roads, the actual speed of buses will not be too high, and the distance traveled by the bus within the set time is a small proportion of the distance between two stops. Therefore, in this embodiment, the set time is set to 10 seconds.

[0054] The cloud-based module 4 includes an arrival time prediction module 41 and a vehicle speed control module 42. The arrival time prediction module 41 uses a bus arrival time prediction method based on the XGBoost model. It utilizes the historical operation data of buses and uses the historical travel time of buses from a set location to a predetermined station as historical data labels to establish a more accurate mathematical model for arrival time prediction.

[0055] like Figure 4 As shown, the arrival time prediction module 41 can determine the first remaining travel distance of the bus based on the real-time location of the bus and the location of the predetermined stop. Based on the planned speed and planned time of the bus, the planned distance that the bus will travel within 10 seconds can be calculated. The first remaining travel distance minus the planned distance is the second remaining travel distance, which is the distance between the bus and the predetermined stop after traveling at the planned speed for 10 seconds. The planned position reached by the bus after traveling the planned distance is taken as the set position and substituted into the above-mentioned arrival time prediction mathematical model. Based on the historical traffic flow information and traffic light status information within the second remaining travel distance in the historical operation data, the remaining travel time of the bus from arriving at the predetermined position on time is calculated as the prediction time. The prediction time is then sent to the speed control module 42 to calculate the suggested operating speed.

[0056] The speed control module 42 uses an XGBoost-based speed control method, leveraging historical bus operating data. It uses the bus's historical operating speed within a set time (10 seconds) after arriving at the planned location as historical data labels to establish a more accurate speed control model. The speed control module 42 calculates the first remaining travel time required for the bus to reach the designated stop from its real-time location based on the arrival time defined in the bus schedule. Subtracting the planned time from the first remaining travel time yields the second remaining travel time. The ratio of the second remaining travel time to the predicted time is used as the speed control parameter. The suggested operating speed is obtained by dividing the bus's historical operating speed within the set time by the speed control parameter. When the second remaining travel time is greater than the predicted time, the calculated speed control parameter is greater than 1, and the suggested operating speed is less than the historical operating speed. In this case, the bus will not arrive at the designated stop early if it travels at the suggested operating speed, ensuring on-time arrival. Conversely, when the second remaining travel time is less than the predicted time, the calculated speed control parameter is less than 1, and the suggested operating speed is greater than the historical operating speed. In this case, the bus will not arrive at the designated stop late if it travels at the suggested operating speed, ensuring on-time arrival.

[0057] After the cloud 4 sends the suggested operating speed to the corresponding bus via the wireless communication network 5, the on-board network terminal 3 receives it and forwards the suggested operating speed to the decision control module 221 through the vehicle information forwarding module 23. Figure 5 As shown, the decision control module 221 uses the environmental perception information and operating status information around the bus as the control target for automatic driving, and calculates the actual planned speed using a speed planning algorithm. When the bus travels at the planned speed for the planned time, the decision control module 221 sends the actual planned speed to the motion control module 222. The motion control module 222 converts the received actual planned speed into throttle and braking control information, and forwards it to the corresponding throttle and braking mechanism through the vehicle information forwarding module 23 to control the bus's movement.

[0058] When using speed planning algorithms for calculation, if the bus is only traveling in the current main lane, only acceleration or deceleration control or maintaining a constant speed is required. However, when the bus can adjust its speed by changing lanes, it is also necessary to plan the bus's speed during lane changes to ensure that the bus can effectively adjust its speed after completing the lane change. Specifically, the lane change path planning method described in publication number CN111186443A can be used.

[0059] The bus's current real-time location is A, and the scheduled stop is C. The bus's automatic driving control system plans a speed within 10 seconds, enabling the bus to reach the planned location B in 10 seconds. When the bus departs from real-time location A, it sends the real-time location A, planned speed, and planned time to the cloud. The cloud calculates the first remaining distance based on the real-time location A and the location of the scheduled stop C. It then calculates the planned distance based on the planned speed and planned time. Subtracting the planned distance from the first remaining distance gives the second remaining distance between the planned location B and the scheduled stop C. The cloud uses historical data of the bus's journey from the planned location B to the scheduled stop C as a predicted time. It also uses the schedule to calculate the first remaining time from the real-time location A to the scheduled stop C. Subtracting the planned time from the first remaining time gives the second remaining time between the planned location B and the scheduled stop C. The ratio of the second remaining time to the predicted time is used as the speed control parameter. Finally, the cloud obtains the bus's historical speed within 10 seconds of departing from the planned location B. Dividing this historical speed by the speed control parameter yields the suggested operating speed.

[0060] When the speed control parameter is the ratio of the second remaining travel time to the predicted time, if the speed control parameter is greater than 1, the calculated suggested operating speed is less than the historical operating speed. In this case, it is considered that the bus can travel at a lower speed in the second speed control zone to ensure that the bus does not arrive at the designated stop early. If the speed control parameter is equal to 1, the calculated suggested operating speed is equal to the historical operating speed. In this case, it is considered that the bus can travel at the historical operating speed in the second speed control zone to ensure that the bus arrives at the designated stop on time. If the speed control parameter is less than 1, the calculated suggested operating speed is greater than the historical operating speed. In this case, it is considered that the bus needs to travel at a higher speed in the second speed control zone to ensure that the bus does not arrive at the designated stop late.

[0061] The cloud sends suggested operating speeds to the buses. When the buses initiate automatic driving control within 10 seconds of reaching the planned location B, the suggested operating speed is used as the speed control target. Combined with the actual environment of the buses, a speed planning algorithm is used to calculate the future planned speed to ensure that the bus's on-road speed reaches the suggested operating speed. The buses travel at the future planned speed within 10 seconds of reaching the planned location B. Through multiple planning-suggestion-replanning processes, the time for the buses to arrive at the designated stops can be made infinitely close to the arrival time defined on the schedule, achieving on-time arrival.

[0062] This method can begin operation immediately after the bus departs from the station. After traveling for a period of time, the bus reports its real-time location and planned speed and time within the current speed control zone (first speed control zone) to the cloud (4). The cloud (4) then obtains real-time traffic flow information and traffic light status information before the bus reaches the designated station and provides suggestions for the automatic driving control system in the next speed control zone (second speed control zone). The suggested operating speed is then sent back to the bus. When planning the speed in the second speed control zone, the bus uses the suggested operating speed as the control target for automatic driving, calculates the actual planned speed based on environmental perception information, and controls the bus's operation according to the actual planned speed. This method can also begin operation some time or a distance after the bus has left the station, reducing the computational load on the intelligent controller (2) and minimizing bus wear and tear.

[0063] As another implementation method, when it is determined that the bus will definitely wait for a period of time at a traffic light intersection during its journey, the predicted waiting time at the traffic light is also subtracted from the second remaining time when calculating the suggested operating speed.

[0064] As another implementation method, real-time traffic flow information is obtained in the cloud, and intervention is made in the calculation of the recommended operating speed based on the real-time traffic flow information. When it is determined that the bus will encounter traffic congestion on a certain road segment, the recommended operating speed in the speed control zone of the traffic segment is reduced. When it is determined that the road conditions of the bus on a certain road segment are good, the recommended operating speed in the speed control zone of the segment is appropriately increased.

[0065] As another implementation method, this method can also provide feedback based on the distance traveled by the bus during operation. The real-time location and planned speed of the bus are sent to the cloud 4 only after the bus has traveled a set distance. The cloud 4 then calculates a suggested operating speed and sends it to the corresponding bus. In this way, when the bus can only travel a short distance or cannot travel due to road congestion, no feedback is required to the cloud 4. This can reduce invalid or inefficient information interaction between the bus and the cloud 4 and reduce the losses of both the bus and the cloud.

[0066] Server Example:

[0067] The present invention provides a server comprising a memory and a processor. The processor executes instructions stored in the memory to implement a bus arrival control method, which has been clearly described in the method embodiments and will not be repeated here.

[0068] For bus companies, multiple buses are deployed on each bus route. To ensure sufficient and balanced utilization of bus resources, the time intervals between the arrival of each bus at designated stops must be within an appropriate range. This prevents buses from being overloaded or underloaded. Therefore, the arrival times on the schedules for each bus are set at intervals. Furthermore, during actual bus operations, the bus company uses a server to monitor data from buses on multiple routes, ensuring efficient bus operation.

Claims

1. A method for controlling bus arrival at a station, characterized in that, Includes the following steps: 1) The bus sends its real-time location, as well as the planned speed and planned time for the current speed control zone, to the server; 2) The server obtains the planned location of the corresponding bus based on the planned speed and planned time; calculates the first remaining travel distance based on the real-time location and the corresponding station location; obtains the planned distance based on the planned speed and planned time, and takes the difference between the first remaining travel distance and the planned distance as the second remaining travel distance; and obtains the historical travel time of the corresponding bus from the planned location to the corresponding station location based on the historical operation data of the second remaining travel distance as the prediction time. 3) The server calculates the first remaining travel time for the corresponding bus from its real-time location to the corresponding station, takes the difference between the first remaining travel time and the planned time as the second remaining travel time, obtains the historical operating speed of the bus within a set time after the planned location from the historical operation data, and calculates the suggested operating speed for the next speed control section based on the predicted time, the second remaining travel time and the historical operating speed, and sends the suggested operating speed to the corresponding bus. If the predicted time is greater than the second remaining travel time, the historical operating speed is increased as the suggested operating speed. If the predicted time is less than the second remaining travel time, the historical operating speed is reduced as the suggested operating speed. 4) The bus will use the suggested operating speed as the speed control target for the next speed control zone, in order to calculate the actual planned speed for the next speed control zone, and operate at the actual planned speed in the next speed control zone.

2. The bus arrival control method according to claim 1, characterized in that, The time set in step 3) is the time period of the next vehicle speed control interval.

3. The bus arrival control method according to claim 1, characterized in that, In step 3), the method for calculating the recommended operating speed for the next speed control interval based on the predicted time, the second remaining travel time, and the historical operating speed is as follows: calculate the ratio or difference between the predicted time and the second remaining travel time as the speed control parameter, and adjust the historical operating speed according to the speed control parameter to obtain the recommended operating speed.

4. The bus arrival control method according to claim 3, characterized in that, When the vehicle speed control parameter is the ratio of the predicted time and the second remaining travel time, the ratio of the historical operating speed to the vehicle speed control parameter is used as the recommended operating speed.

5. The bus arrival control method according to claim 3, characterized in that, When the vehicle speed control parameter is the difference between the predicted time and the second remaining travel time, the difference is divided by the second remaining travel time and then added to the preset value as the vehicle speed control parameter. The product of the historical operating speed and the vehicle speed control parameter is used as the suggested operating speed.

6. The bus arrival control method according to claim 4 or 5, characterized in that, The server also obtains traffic light information between the bus's real-time location and the corresponding stop. When it is determined that the bus is waiting at one or more traffic lights during its journey, the server subtracts the waiting time at the traffic lights from the second remaining travel time when calculating the recommended operating speed.

7. The bus arrival control method according to claim 1, characterized in that, The server also obtains traffic flow information from the bus's real-time location to the corresponding stop during its journey. Based on the traffic flow information, the server classifies the road into congested and uncongested sections. When the road is congested, the server sends a suggestion to reduce the operating speed to the corresponding bus, and when the road is uncongested, the server sends a suggestion to increase the operating speed to the corresponding bus.

8. A server, characterized in that, Includes a memory and a processor, wherein the processor executes instructions stored in the memory to implement the following bus arrival control method: 1) Obtain the real-time location of the bus and the planned speed and planned time of the current speed control zone; obtain the planned location of the corresponding bus based on the planned speed and planned time; calculate the first remaining travel distance based on the real-time location and the corresponding station location; obtain the planned distance based on the planned speed and planned time, and take the difference between the first remaining travel distance and the planned distance as the second remaining travel distance; obtain the historical travel time of the corresponding bus from the planned location to the corresponding station location based on the historical operation data of the second remaining travel distance as the prediction time; 2) Calculate the first remaining travel time for the corresponding bus from the real-time location to the corresponding station, take the difference between the first remaining travel time and the planned time as the second remaining travel time, obtain the historical operating speed of the bus within a set time after the planned location from the historical operation data, and calculate the suggested operating speed for the next speed control section based on the predicted time, the second remaining travel time and the historical operating speed. If the predicted time is greater than the second remaining travel time, the historical operating speed is increased as the suggested operating speed. If the predicted time is less than the second remaining travel time, the historical operating speed is reduced as the suggested operating speed. 3) Send the suggested operating speed for the next speed control zone to the corresponding bus.

9. The server according to claim 8, characterized in that, The time set in step 2) is the time period of the next vehicle speed control interval.

10. The server according to claim 8, characterized in that, In step 2), the method for calculating the recommended operating speed for the next speed control interval based on the predicted time, the second remaining travel time, and the historical operating speed is as follows: calculate the ratio or difference between the predicted time and the second remaining travel time as the speed control parameter, and adjust the historical operating speed according to the speed control parameter to obtain the recommended operating speed.

11. The server according to claim 10, characterized in that, When the vehicle speed control parameter is the ratio of the predicted time and the second remaining travel time, the ratio of the historical operating speed to the vehicle speed control parameter is used as the recommended operating speed.

12. The server according to claim 10, characterized in that, When the vehicle speed control parameter is the difference between the predicted time and the second remaining travel time, the difference is divided by the second remaining travel time and then added to the preset value as the vehicle speed control parameter. The product of the historical operating speed and the vehicle speed control parameter is used as the suggested operating speed.

13. The server according to claim 11 or 12, characterized in that, It also obtains traffic light information between the real-time location of the bus and the corresponding stop. When it is determined that the bus is waiting at one or more traffic lights during its journey, the waiting time at the traffic lights is subtracted from the second remaining travel time when calculating the suggested running speed.

14. The server according to claim 8, characterized in that, It also obtains traffic flow information from the bus's real-time location to the corresponding stop during its journey, and classifies the road into congested and uncongested based on the traffic flow information. When the road is congested, it sends a suggestion to reduce the operating speed to the corresponding bus, and when the road is uncongested, it sends a suggestion to increase the operating speed to the corresponding bus.

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