Method and device for reminding passengers to get off at a station based on near field communication, equipment and medium

Abstract

Embodiments of the present application provide a method and device, equipment and medium for reminding a passenger to arrive at a station based on near field communication. The method for reminding a passenger to arrive at a station based on near field communication comprises: obtaining a first station position of a beacon user, the beacon user being a waiting passenger who enters a rail station within an effective time length, the effective time length being a time length from a current time point to a historical time point; comparing whether the first station position and a second station position of a passenger to be dropped off are the same station; if not, calibrating the second station position of the passenger to be dropped off to the first station position; and reminding the passenger to be dropped off to arrive at the station based on the calibrated second station position of the passenger to be dropped off. Embodiments of the present application can effectively calibrate the station position of the passenger to be dropped off based on near field communication, obtain an accurate calibrated station position, and then accurately remind the passenger to be dropped off to arrive at the station.

Description

Technical Field

[0001] This application relates to the field of near-field communication technology, specifically to a method and device for reminding passengers of their arrival at a station based on near-field communication, an electronic device, and a computer-readable storage medium. Background Technology

[0002] Arrival reminders are designed to help passengers prepare in advance before they reach their destination, allowing them to disembark and catch other transportation or make necessary travel arrangements. In the face of urban traffic congestion and a fast-paced lifestyle, accurate arrival reminders are crucial for passengers.

[0003] Existing arrival reminder technologies typically use a timed reminder method. This requires passengers to select their destination and confirm boarding on the app (e.g., by clicking the "I'm on the bus" button) after boarding. The app then calculates the travel time based on the number of stops and starts a countdown. For example, if reaching the destination requires passing through 3 stops, with each stop 3 minutes apart, the countdown time is 3 * 3 - 1 = 8 minutes, and passengers are reminded one minute in advance.

[0004] However, in reality, the distance between two adjacent stations is often inconsistent, so timed reminders are not universal. Furthermore, in certain special scenarios (such as the morning rush hour), the boarding terminal often experiences "drift" (i.e., inaccurate location information), which in turn affects the accuracy of arrival reminders for passengers. Summary of the Invention

[0005] To address the aforementioned technical problems, embodiments of this application provide a method and apparatus for reminding passengers of their arrival at a train station based on near-field communication, as well as an electronic device and a computer-readable storage medium.

[0006] In a first aspect, embodiments of this application provide a method for providing arrival reminders based on near-field communication, comprising: obtaining the first station location of a beacon user, wherein the beacon user is a waiting user who enters a rail station within a valid time period, the valid time period being the time elapsed between the current time point and a historical time point; comparing whether the first station location and the second station location of the waiting user are the same station; if not, calibrating the second station location of the waiting user to the first station location; and providing an arrival reminder to the waiting user based on the calibrated second station location.

[0007] In one embodiment of this application, based on the aforementioned scheme, the step of providing an arrival reminder to the user waiting to disembark based on the calibrated second station location includes: obtaining a timetable for the rail train, the timetable planning the arrival times of the rail train at each station; recording the actual arrival time of the rail train at each station based on the acceleration and speed detected by the passenger terminal; wherein the actual station information reached by the rail train is the calibrated second station location of the user waiting to disembark; if the time difference between the actual arrival time of the rail train and the corresponding arrival time planned in the timetable is less than a preset first time limit, then providing an arrival reminder to the user waiting to disembark based on the actual station reached by the rail train.

[0008] In one embodiment of this application, based on the foregoing scheme, the method further includes: if the speed detected by the passenger terminal is within a preset speed range, and the acceleration detected within a preset time period does not exceed a preset acceleration threshold, then the detected speed and acceleration are taken as the speed and acceleration of the rail train.

[0009] In one embodiment of this application, based on the foregoing scheme, the method further includes: calculating the travel distance of the rail train from start to stop based on the acceleration and speed of the rail train detected by the passenger terminal and the running time of the rail train; comparing the travel distance of the rail train with the distance between two adjacent stations when the rail train stops; if the distance difference is greater than a preset distance threshold, the rail train is determined to be temporarily stopped and no arrival reminder is given.

[0010] In one embodiment of this application, based on the foregoing scheme, after calibrating the second station location of the user waiting to get off to the first station location, the method further includes: broadcasting the calibrated second station location with a timestamp to other users waiting to get off, so that other users waiting to get off can calibrate their own location to the station location corresponding to the latest time based on the timestamp and the calibrated second station location.

[0011] In one embodiment of this application, based on the aforementioned scheme, the step of providing an arrival reminder to the user waiting to disembark based on the calibrated second station location includes: if the calibrated second station location of the user waiting to disembark is the station preceding the target station, then calculating the travel time of the rail train from the calibrated second station location to the target station, where the target station is the station the user finally arrives at; and providing an arrival reminder to the user waiting to disembark in advance based on the travel time.

[0012] In one embodiment of this application, based on the aforementioned scheme, the beacon user is a randomly selected waiting user who enters the rail station within the valid time period and / or a waiting user who enters the rail station within the valid time period based on the travel record.

[0013] Secondly, embodiments of this application provide a train arrival reminder device based on near-field communication. The device includes: a first station location acquisition module configured to acquire the first station location of a beacon user, wherein the beacon user is a waiting user who enters a rail station within a valid time period, and the valid time period is the time from the current time point to a historical time point; a comparison module configured to compare whether the first station location and the second station location of the waiting user are the same station; a location calibration module configured to calibrate the second station location of the waiting user to the first station location if the first station location is not the same; and an arrival reminder module configured to provide an arrival reminder to the waiting user based on the calibrated second station location of the waiting user.

[0014] Thirdly, embodiments of this application provide an electronic device, including one or more processors; and a memory for storing one or more programs, which, when executed by the one or more processors, enable the electronic device to implement the near-field communication-based passenger arrival reminder method as described above.

[0015] Fourthly, embodiments of this application provide a computer-readable medium having a computer program stored thereon, which, when executed by a processor, implements the near-field communication-based passenger arrival reminder method described above.

[0016] In the technical solutions provided by the embodiments of this application:

[0017] Users waiting at the rail station within the valid time period are designated as beacon users. The first station location of the beacon users is obtained based on near-field communication. The first station location of the beacon users is compared with the second station location of the users waiting to get off. If the comparison shows that the first station location and the second station location are not the same station, it can be determined that there is a positional deviation in the second station location of the users waiting to get off. The second station location with positional deviation is then calibrated to the accurate first station location. The arrival reminder is then given to the users waiting to get off based on the calibrated second station location, thus enabling accurate arrival reminders for the users waiting to get off.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0020] Figure 1 This is a schematic diagram of an implementation environment in which embodiments of this application can be applied;

[0021] Figure 2 This is a flowchart illustrating an exemplary embodiment of the present application of a method for providing arrival reminders based on near-field communication;

[0022] Figure 3 Is Figure 2 A flowchart of a passenger arrival reminder method based on near-field communication, further proposed based on the illustrated embodiment;

[0023] Figure 4 This is a schematic diagram of an adult running acceleration curve shown in an exemplary embodiment of this application;

[0024] Figure 5 This is a schematic diagram of an adult running speed curve shown in an exemplary embodiment of this application;

[0025] Figure 6 Is Figure 2 A flowchart of a passenger arrival reminder method based on near-field communication, further proposed based on the illustrated embodiment;

[0026] Figure 7 This is an exemplary embodiment of the present application illustrating the interaction between two passengers waiting to disembark on a ride-hailing terminal.

[0027] Figure 8 Is Figure 2 A flowchart of a passenger arrival reminder method based on near-field communication, further proposed based on the illustrated embodiment;

[0028] Figure 9 This is a schematic diagram illustrating the acceleration of a rail train at a certain station in a certain section, as shown in an exemplary embodiment of this application;

[0029] Figure 10 This is an exemplary embodiment of the present application illustrating the acceleration curve fitting diagram of a rail train at a certain station section;

[0030] Figure 11 This is a speed curve diagram of a rail train shown in an exemplary embodiment of this application;

[0031] Figure 12This is a flowchart illustrating another exemplary embodiment of the present application of a method for providing arrival reminders based on near-field communication;

[0032] Figure 13 This is a schematic diagram of a passenger arrival reminder device based on near-field communication, according to an exemplary embodiment.

[0033] Figure 14 This is a schematic diagram of the structure of a computer system suitable for implementing the electronic devices of the present application embodiments. Detailed Implementation

[0034] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0035] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0036] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily need to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0037] It should also be noted that "multiple" as mentioned in this application refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0038] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. The terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0039] First, it should be noted that this application relates to the field of near-field communication technology. Near-field communication (NFC) is a short-range wireless communication technology that can be implemented through Bluetooth, infrared, Wi-Fi (Wireless Fidelity), radio frequency identification (RFID), etc. Different near-field communication methods can enable short-range data transmission between different vehicle terminals to achieve fast and secure interaction.

[0040] Ride-based terminal positioning refers to obtaining the current location information of a ride-based terminal through specific positioning technologies. It can be based on the Global Positioning System (GPS), Wi-Fi positioning, or cell tower positioning to determine the current location of the ride-based terminal. For beacon users and passengers waiting to disembark, enabling the ride-based terminal positioning function in a ride-based scenario can help obtain the latitude and longitude information of their current location, identify nearby stations and transportation routes, and provide related services such as navigation and route planning.

[0041] In certain special scenarios (such as the morning rush hour), the location function of the ride terminal may experience location "drift" (i.e., location information deviation), which will result in the inaccurate location of the user waiting to get off, thus affecting the accuracy of the arrival reminder for the user.

[0042] To address the aforementioned technical problems, this application proposes a technical solution for passenger arrival reminders based on near-field communication. The implementation environment of this technical solution is as follows: Figure 1 As shown, Figure 1 This is a schematic diagram of one implementation environment involved in this application.

[0043] Beacon users are those who enter the rail station within the valid time period and are waiting to disembark, while disembarking users are those already inside the train and waiting to get off. The beacon user's boarding terminal 110 and the disembarking user's boarding terminal 120 need to be within a specific distance range to communicate. Based on the near-field communication between the boarding terminals, the location of the disembarking user at a second station is calibrated to obtain the calibrated second station location, which is then reported to the server 130. The server 130 analyzes and processes the calibrated second station location information.

[0044] Figure 1 The in-vehicle terminal shown can be any terminal device that supports near-field communication, such as a smartphone, in-vehicle computer, tablet computer, laptop computer, or wearable device, but is not limited to these. Figure 1 The server shown is a service processor, which can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. No restrictions are placed on this. The beacon user's boarding terminal 110 can communicate with the boarding terminal 120 of the user waiting to disembark via wireless networks such as 3G (third-generation mobile information technology), 4G (fourth-generation mobile information technology), and 5G (fifth-generation mobile information technology). No restrictions are placed on this as well.

[0045] Figure 2 This is a flowchart illustrating an exemplary embodiment of the present application of a method for providing arrival reminders based on near-field communication. For example... Figure 2 As shown, in an exemplary embodiment, the method may include steps S210 to S240, and this embodiment can be specifically implemented by a ride-hailing terminal. Steps S210 to S240 are described in detail below:

[0046] Step S210: Obtain the first station location of the beacon user. The beacon user is the waiting user who enters the rail station within the valid time period. The valid time period is the time from the current time point to the historical time point.

[0047] It should be noted that both the beacon user and the user waiting to get off the bus possess a boarding terminal, and both of their boarding terminals have enabled positioning and near-field communication (NFC) functions. Therefore, based on the positioning function, both the beacon user and the user waiting to get off the bus can obtain their current location information. Based on the NFC function, the boarding terminals of the beacon user and the user waiting to get off the bus can communicate with each other at close range. The boarding terminal of the user waiting to get off the bus can receive the first stop location broadcast by the boarding terminal of the beacon user.

[0048] Beacon users are those waiting at the rail station within the valid time period. The valid time period can be freely set, and the historical time point can be determined based on the set valid time period. For example, if the valid time period is set to 5 minutes, the historical time point is 5 minutes before the current time point; if the valid time period is set to 7 minutes, the historical time point is 7 minutes before the current time point.

[0049] In another exemplary embodiment, the beacon user is a randomly selected waiting user who enters the rail station within the valid duration and / or a waiting user who enters the rail station within the valid duration based on their travel records.

[0050] To further explain, in order to avoid excessive data volume generated by beacon users since all users waiting at the rail station within the valid time period are beacon users, users waiting at the rail station within the valid time period are filtered to further narrow down the scope of beacon users and reduce the amount of data generated by beacon users.

[0051] Ideally, a certain percentage (e.g., 10%, 20%) of waiting users who enter the rail station within the valid time period can be randomly selected as beacon users; alternatively, beacon users can be selected based on the travel records of waiting users who enter the rail station within the valid time period, such as selecting waiting users who frequently take rail trains and enter the rail station within the valid time period.

[0052] Step S220: Compare whether the first station location and the second station location of the user waiting to get off are the same station.

[0053] It should be noted beforehand that each station along the train's route has a different station identifier. Therefore, when a passenger terminal is at a different station, it can determine its current station based on that unique station identifier. For example, Liangmu Station has a first station identifier, and Sports Park Station has a second station identifier. When a passenger terminal is within a certain distance of Liangmu Station, it can identify itself as Liangmu Station based on the first station identifier. Similarly, when a passenger terminal is within a certain distance of Sports Park Station, it can identify itself as Sports Park Station based on the second station identifier.

[0054] Therefore, when a beacon user enters a rail station, the beacon user's boarding terminal can identify which station the user is currently at; similarly, when a train carrying a user waiting to disembark enters a rail station, the user's boarding terminal can also identify which station the user is currently at.

[0055] Step S230: If not, then calibrate the second station location of the user waiting to get off to the first station location.

[0056] If the comparison shows that the second station location of the user waiting to get off is not the same as the first station location received by the boarding terminal, the second station location of the user waiting to get off will be calibrated to the first station location to ensure accurate arrival reminders for the user waiting to get off.

[0057] Step S240: Based on the calibrated second station location of the user waiting to get off, provide the user with an arrival reminder.

[0058] After calibrating the location of the passenger waiting to disembark at the second stop, the calibrated second stop location becomes the first stop location. Based on this calibrated second stop location, the passenger will receive an arrival reminder. The arrival reminder includes, but is not limited to, sound, vibration, or push notifications, to alert the passenger that they are about to arrive at their destination stop.

[0059] This method uses users waiting at the rail station within the valid time period as beacon users. The first station location of the beacon users is obtained based on near-field communication. The first station location of the beacon users is compared with the second station location of the users waiting to get off. If the comparison shows that the first station location and the second station location are not the same station, it can be determined that there is a positional deviation in the second station location of the users waiting to get off. The second station location with positional deviation is then calibrated to the accurate first station location. The arrival reminder is given to the users waiting to get off based on the calibrated second station location, thus enabling accurate arrival reminders for the users waiting to get off.

[0060] Please see Figure 3 , Figure 3 Is Figure 2 A flowchart of a passenger arrival reminder method based on near-field communication, further proposed based on the illustrated embodiment, is shown. Figure 3 As shown, step S240, which involves providing an arrival reminder to the user waiting to alight based on the calibrated location of the second station, further includes steps S310-S330, detailed below:

[0061] Step S310: Obtain the timetable for the rail train, which plans the arrival times of the rail train at each station.

[0062] The timetable for the rail train schedules the arrival times of the train at each station. For example, the train departs from the first station at 9:00, passes through 12 stations, and the timetable schedules the train to arrive at the second station at 9:05; the third station at 9:08; and so on, with the arrival time at each station clearly planned.

[0063] Step S320: Detect the acceleration and speed of the rail train using the gyroscope installed on the passenger terminal, and record the actual arrival time of the rail train at the station; wherein, the actual station information of the rail train is the second station location after calibration by the user waiting to disembark.

[0064] Passengers waiting to disembark are generally stationary, either standing or sitting, on the train. Therefore, the acceleration and velocity detected by the passenger terminal of the passenger waiting to disembark are the same as the acceleration and velocity of the train. Even if the passenger walks on the train, the impact on the high-speed operation of the train is negligible. Thus, the acceleration and velocity detected by the passenger terminal of the passenger waiting to disembark can be considered as the acceleration and velocity of the train.

[0065] Since the distance between stations is fixed, the actual arrival time of the train at each station can be obtained based on the detected acceleration and speed of the train. Specifically, by processing and analyzing the acceleration and speed detected by the passenger terminals of passengers waiting to disembark, the server can calculate the specific arrival time of the train at each station. Alternatively, if the passenger terminal's computing power is sufficient, it can also calculate the specific arrival time of the train at each station.

[0066] If server-side calculations are used, the acceleration and velocity data (i.e., acceleration and velocity curves) detected by the boarding terminals of passengers waiting to disembark are uploaded to the server in a time-sharing manner. The acceleration and velocity data can be uploaded in time-sharing based on a set time for each adjacent station (e.g., the time between two stations calculated from the timetable plus the stop time at the arrival station; or a fixed time such as 8 minutes). By uploading the detected acceleration and velocity data in a time-sharing manner, the long-term bandwidth occupation can be reduced, and the probability of data loss due to real-time data transmission can be lowered.

[0067] Once the server obtains the aforementioned acceleration and speed data, it calculates whether the train has completed one or more stations. If so, the server informs the passenger terminal how many stations the train has recorded, comparing this information with the train's timetable. If there is a discrepancy, the server updates the real-time information and pushes this information to the passenger terminal, updating the arrival reminder time. Thus, the passenger terminal's arrival reminder time is calibrated in real-time based on the progress of each station, and this function can also be implemented during weak or offline network conditions. If not, a feedback instruction is pushed to the passenger terminal requesting compensation time data. The passenger terminal uploads the compensation time data according to a preset strategy until the server obtains data from at least one subway station. This allows the server to determine whether the train is arriving late or early, and to adopt corresponding time calibration strategies for different arrival situations.

[0068] It should be noted that if the passenger's terminal does not receive feedback data (such as update instructions or calibration data) from the server after the preset time, a weak network or offline mode will be activated to remind the passenger of their arrival at the station.

[0069] Step S330: If the time difference between the actual arrival time of the rail train and the corresponding arrival time planned in the timetable is less than the preset first time limit, then the user waiting to get off the train will be reminded of the arrival time based on the actual arrival time of the rail train.

[0070] Using the previous example, the train's timetable records a departure from the first station at 9:00, arrival at the second station at 9:05, and arrival at the third station at 9:08. However, based on the train's acceleration and speed, even if it departs from the first station at 9:00, it arrives at the second station at 9:07 and the third station at 9:11. It can be seen that the actual train operation is delayed to varying degrees compared to the planned times. The arrival time at the second station is delayed by 2 minutes, and the arrival time at the third station is delayed by 3 minutes. Therefore, the time difference between the actual arrival time at the second station and the planned arrival time is 2 minutes, and the time difference between the actual arrival time at the third station and the planned arrival time is 3 minutes.

[0071] It can be seen that if the boarding terminal of the passenger waiting to get off the bus provides arrival reminders based on the timetable, the arrival reminder time may be too early, thus affecting the travel experience of the passenger waiting to get off the bus.

[0072] If the preset first time limit is 5 minutes, and the actual time difference between the train arriving at the second station and the actual time difference between the train arriving at the third station are both less than the preset first time limit, then the arrival reminder for the passengers waiting to get off will still be based on the actual arrival time at the second and third stations.

[0073] As can be seen from the above, this embodiment can effectively determine which station the train has accurately arrived at by comparing the time difference between the actual arrival time of the train and the corresponding arrival time planned in the timetable with a preset first time limit, thereby enabling accurate arrival reminders to passengers waiting to disembark.

[0074] In another exemplary embodiment, since the running behavior of a user waiting to disembark or a beacon user may cause the ride terminal to mistakenly believe that the rail train has started or stopped, it is necessary to clarify the acceleration curve and velocity curve of an adult running under normal circumstances.

[0075] Please refer to the above. Figure 4 and Figure 5 , Figure 4 This is a schematic diagram of an adult running acceleration curve shown in an exemplary embodiment of this application. Figure 5 This is a schematic diagram illustrating an adult running speed curve, as shown in an exemplary embodiment of this application. Figure 4 As shown, during the time period from 0s to 5s (i.e., within the preset duration), the adult's acceleration exceeded the preset acceleration threshold (3m / s²). Figure 5 The adult running speeds shown are all within 10km / h (i.e., within the preset speed range). Based on Figure 4 and Figure 5 The shown curves are the adult running acceleration curve and the adult running speed curve. If the acceleration and speed detected by the vehicle terminal are as follows... Figure 4 and Figure 5 As shown, it can be determined that the acceleration and speed detected by the vehicle terminal at this time are the acceleration and speed detected by an adult running, not the acceleration and speed of a moving train.

[0076] To solve this problem, the method provided in this embodiment further includes:

[0077] If the speed detected by the passenger terminal is within a preset speed range, and the acceleration detected within a preset time does not exceed a preset acceleration threshold, then the detected speed and acceleration will be used as the speed and acceleration of the rail train.

[0078] To further clarify, the preset speed range can be set to 40km / h-80km / h, or 30km / h-60km / h. The specific preset speed range can be determined based on the average operating speed of the train carrying the passenger waiting to disembark. The preset duration can be determined based on the average travel time of the train between two adjacent stations. For example, if the travel time from the first station to the second station is 3 minutes at high speed and 5 minutes at low speed, then 4 minutes can be used as the preset duration. The preset acceleration threshold can be determined based on factors such as the comfort of the passenger waiting to disembark, the safety of the train, and the operational efficiency of the train. Preferably, 1.5m / s² can be selected as the preset acceleration threshold.

[0079] As can be seen from the above, this embodiment can determine that the acceleration and speed detected by the passenger terminal are the same as the acceleration and speed of the rail train by setting a preset speed range and acceleration threshold. This effectively avoids misjudging the running behavior of users waiting to get off and beacon users as the running behavior of the rail train, improves the accuracy of the rail train's acceleration and speed, and thus also improves the accuracy of the arrival reminder for users waiting to get off.

[0080] Please see Figure 6 , Figure 6 Is Figure 2 A flowchart of a passenger arrival reminder method based on near-field communication, further proposed based on the illustrated embodiment, is shown. Figure 6 As shown, the process of providing arrival reminders based on near-field communication further includes steps S510-S520, which are detailed below:

[0081] Step S510: Based on the acceleration and speed of the rail train detected by the passenger terminal and the running time of the rail train, calculate the travel distance of the rail train from start to stop.

[0082] The running time of a rail train refers to the time from when a rail train starts running from a station to when it stops again. The stopping of a rail train includes two situations: stopping at the station and temporary stopping.

[0083] Step S520: Compare the distance traveled by the train with the distance between two adjacent stations when the train stops. If the distance difference is greater than a preset distance threshold, the train is determined to be temporarily stopped and no arrival reminder is given.

[0084] For example, if a rail train starts from the second station and stops between the second and third stations, the calculated travel distance of the rail train is 6km, and the distance between the second and third stations is 8km. The distance difference is 2km. If the preset distance threshold is 50m, it can be determined that the distance difference is greater than the preset distance threshold, and the rail train is further determined to be temporarily stopped. For rail trains that are temporarily stopped, no arrival reminder will be given to passengers waiting to get off.

[0085] Using the previous example, if the distance traveled by the rail train after starting from the second station is 7980m, and the distance between the second station and the third station is still 8km, then the distance difference is 20m. Even though there is still a distance difference, it is less than the preset distance threshold of 50m, so it can be determined that the rail train has stopped at the station.

[0086] As can be seen from the above, this embodiment further considers the situation of temporary stops of the rail train. For rail trains that are temporarily stopped, no arrival reminder is given to passengers waiting to get off, which can effectively avoid errors in arrival reminders and further improve the accuracy of arrival reminders for passengers waiting to get off.

[0087] In another exemplary embodiment, after calibrating the second station location of the user waiting to disembark to the first station location, the method further includes:

[0088] The calibrated second station location, along with a timestamp, is broadcast to other users waiting to disembark, so that these users can calibrate their own location to the station location corresponding to the latest time based on the timestamp and the calibrated second station location.

[0089] To further explain, after the station location has been self-calibrated, the passengers waiting to disembark will broadcast their calibrated second station location, carrying a timestamp, to other passengers waiting to disembark in the train via near-field communication (such as Bluetooth or infrared) through their boarding terminals. This avoids the situation where there are passengers waiting to disembark whose location information is inaccurate but has not been calibrated.

[0090] Please see Figure 7 , Figure 7 This is an exemplary embodiment of the present application illustrating the interaction between passengers waiting to disembark on a ride-hailing terminal. In addition to broadcasting a calibrated second stop location with a timestamp to other passengers waiting to disembark, a passenger waiting to disembark can also receive calibrated second stop locations with timestamps broadcast by other passengers. If a passenger receives multiple calibrated second stop locations with different times, the calibrated second stop location is updated to the one corresponding to the latest received time.

[0091] By broadcasting location information between users waiting to disembark and other users waiting to disembark, and selecting the calibrated second station location corresponding to the latest time, it can be ensured that the location and time information of users waiting to disembark within the same track are aligned.

[0092] Please see Figure 8 , Figure 8 Is Figure 2 A flowchart of a passenger arrival reminder method based on near-field communication, further proposed based on the illustrated embodiment, is shown. Figure 8 As shown, the process of providing arrival reminders based on near-field communication further includes steps S710-S720, which are detailed below:

[0093] Step S710: If the second station location of the user waiting to disembark is the station before the target station, then calculate the travel time of the rail train from the second station location after calibration to the target station, where the target station is the station the user finally arrives at.

[0094] For example, if the target station for the user waiting to disembark is the fifth station, and the calibrated second station location is the fourth station, then the travel time required for the train to travel from the fourth station to the fifth station is calculated based on the distance between the fourth and fifth stations. Alternatively, the travel time required for the train to travel from the fourth station to the fifth station can also be determined based on the planned arrival times of each station according to the train's timetable.

[0095] Step S720: Based on the runtime, provide arrival reminders to users who are about to get off the bus.

[0096] Arrival reminders are generated based on the obtained runtime and preset rules. The preset rules include, but are not limited to, issuing arrival reminders when the runtime is halfway through, issuing arrival reminders when the runtime is one-third of the way through, and issuing arrival reminders 3 minutes before arrival at the target station.

[0097] Using the previous example, if the train takes 6 minutes to travel from the fourth station to the fifth station, and the arrival reminder is given 3 minutes in advance for passengers getting off the train, then the arrival reminder is given 3 minutes in advance for passengers getting off the train. Similarly, if the arrival reminder is given 2 minutes in advance for passengers getting off the train, then the arrival reminder is given 3 minutes in advance for passengers getting off the train.

[0098] Arrival notifications can be provided via, but are not limited to, sound, vibration, or push notifications. Preferably, arrival notifications can also be linked to the comfort level of the rail train operation, where the evaluation strategy for rail train comfort is as follows:

[0099] Please see Figure 9 , Figure 9This is an exemplary embodiment of the present application illustrating the acceleration of a rail train at a certain station. Figure 9 Including Figures (1)-(4), the train's running status can be determined from the acceleration curves in the figures, which are "start-run-brake-stop". It can also be determined whether the train has reached the next station. The time indicated by the curved circle symbol in Figure (1) indicates that the train is starting; the time indicated by the curved circle symbol in Figure (2) indicates that the train is running; the time indicated by the curved circle symbol in Figure (3) indicates that the train is braking; and the time indicated by the curved circle symbol in Figure (4) indicates that the train has stopped.

[0100] The acceleration curve of the rail train is fitted, and feature points where the acceleration is zero are extracted. These feature points are then used to classify the "state manifestation." Please refer to [link / reference]. Figure 10 , Figure 10 This is a fitted graph of the acceleration curve of a rail train at a certain station section, illustrating an exemplary embodiment of this application. Figure 10 As can be seen, the "state phenomenon" is divided into three stages: starting phenomenon I, running phenomenon II, and stopping phenomenon III. Running phenomenon II is further divided into "running-acceleration zone," "running-braking zone," and "running-constant speed zone." Please refer to [link / reference]. Figure 11 , Figure 11 This is a speed curve diagram of a rail train illustrated in an exemplary embodiment of this application. Figure 11 This shows that the train speed increases from 0 to 25 km / h, corresponding to the train transitioning from the starting state to the running state. Combined with... Figure 10 The acceleration fitting plot shown and Figure 11 The speed curves shown can be used to determine the starting phenomenon (I) and running phenomenon (II) of the rail train. Similarly, based on the speed curves showing the rail train decreasing from a certain speed to 0, the running phenomenon (II) and stopping phenomenon (III) of the rail train can be determined.

[0101] Based on the "running-acceleration zone," "running-braking zone," and "running-constant speed zone" defined by Operation Phenomenon II, a strategy for evaluating the comfort of rail train operation is established for these three zones. The longer the constant speed zone is maintained, and the fewer the acceleration and braking zones, the smoother the rail train operation. Other situations indicate that the rail train operation is "too aggressive." A comfort model can be established based on this as follows:

[0102]

[0103] Based on the established comfort model, the current comfort level of the rail train can be determined, and arrival reminders can be issued accordingly. For example, when the rail train comfort level is A+, the loudness and vibration of the arrival reminder sent by the passenger terminal of the passenger waiting to disembark are normal; when the rail train comfort level is C, the loudness and vibration of the arrival reminder sent by the passenger terminal of the passenger waiting to disembark are at their strongest.

[0104] As can be seen from the above, the loudness and vibration of the reminders for passengers getting off the bus are differentiated, avoiding an indiscriminate approach to arrival reminders and improving the efficiency of arrival reminders in different travel environments.

[0105] Furthermore, based on the "run-acceleration zone," "run-braking zone," and "run-constant speed zone" defined by Operation Phenomenon II, a strategy for overall driving score can be established for rail train drivers. Frequent occurrences of acceleration and braking zones indicate that the rail train driver's driving is too "aggressive," potentially causing discomfort to passengers waiting to disembark. Based on this, an overall driving score model can be established as follows:

[0106]

[0107]

[0108] The above scores are based on a fusion of the frequency and duration of the oscillation interval. Within the "frequency of the oscillation interval," if the "run-acceleration zone (frequency)" or "run-braking zone (frequency)" falls within the corresponding frequency interval, it belongs to the score for that interval; similarly, within the "duration of the oscillation interval," if the "run-acceleration zone (frequency)" or "run-braking zone (frequency)" falls within the corresponding duration interval, it belongs to the score for that interval.

[0109] The frequency and duration of the oscillation interval are related by an AND condition; if both fall within the interval, the corresponding "overall driving score" is achieved. If the frequency and duration of the oscillation interval are not in the same range, for example, if the frequency is in the first interval (acceleration and braking zones, 1 time each) and the duration is in the fourth interval (T1 41% - T1 60%), then the average of the two is used, with the decimal part included. That is, (1+4) / 2 = 2.5, which corresponds to the "three stars" in the third interval.

[0110] It should be noted that the overall driving score strategy adopts a "one-vote" downward deduction system. If one item's score is below the standard, even if another item's score is high, the average score will still be deducted downwards, thus lowering the overall score.

[0111] Please see Figure 12 , Figure 12 This is a flowchart illustrating another exemplary embodiment of a near-field communication-based arrival reminder method for trains. The passenger waiting to disembark needs to set a target station on their boarding terminal. After the beacon user enters the station by swiping their card, their boarding terminal obtains the current station location. When the distance between the passenger waiting to disembark and the beacon user does not exceed a threshold, communication can occur between their boarding terminals. The passenger waiting to disembark performs self-calibration based on the beacon user's current station location, calibrating their location information. After self-calibration, the passenger also shares their location information with other passengers waiting to disembark, ensuring consistency of location information across the entire train system. The calibrated location information is uploaded to a server for data analysis, and the server calibrates the arrival reminder time based on this information.

[0112] If a beacon user's terminal detects a change in acceleration, it reports the acceleration curve to the server for data analysis. The server uses the reported acceleration curve to determine if the user has boarded and started the train. If so, it retrieves the train's timetable based on the start time to determine whether the train is currently starting or braking. If the train is currently starting and the next station is the target station, it calculates the travel time from the current station to the target station and provides an arrival reminder.

[0113] Figure 13 This is a schematic diagram illustrating the structure of a near-field communication-based passenger arrival reminder device according to an exemplary embodiment. Figure 13 As shown, in an exemplary embodiment, the near-field communication-based arrival reminder device includes:

[0114] The first station location acquisition module 210 is configured to acquire the first station location of the beacon user. The beacon user is a waiting user who enters the rail station within the valid time period, and the valid time period is the time from the current time point to the historical time point.

[0115] The comparison module 220 is configured to compare whether the first station location and the second station location where the user waiting to get off is the same station.

[0116] The location calibration module 230 is configured to, if not, calibrate the second station location of the user waiting to get off the bus to the first station location;

[0117] The arrival reminder module 240 is configured to provide arrival reminders to the passengers waiting to disembark based on the second station location after calibration.

[0118] In one embodiment of this application, based on the aforementioned scheme, the arrival reminder module 240 further includes a timetable acquisition unit 310, a time point recording unit 320, and a reminder unit 330. The timetable acquisition unit 310 is configured to acquire the train's timetable, which plans the arrival times of the train at each station. The time point recording unit 320 is configured to record the actual arrival times of the train at each station based on the acceleration and speed detected by the passenger terminal; wherein the actual station information is the second station location calibrated by the user waiting to disembark. The reminder unit 330 is configured to provide an arrival reminder to the user waiting to disembark based on the actual station location of the train if the time difference between the actual arrival time of the train and the corresponding arrival time planned in the timetable is less than a preset first time limit.

[0119] In one embodiment of this application, based on the aforementioned scheme, the near-field communication-based arrival reminder device further includes a speed and acceleration acquisition unit 410. The speed and acceleration acquisition unit 410 is configured to take the detected speed and acceleration as the speed and acceleration of the rail train if the speed detected by the passenger terminal is within a preset speed range and the detected acceleration within a preset time period does not exceed a preset acceleration threshold.

[0120] In one embodiment of this application, based on the aforementioned scheme, the near-field communication-based arrival reminder device further includes a travel distance calculation unit 510 and a temporary stop determination unit 520. The travel distance calculation unit 510 is configured to calculate the travel distance of the train from start to stop based on the acceleration and speed of the train detected by the passenger terminal and the running time of the train; the temporary stop determination unit 520 is configured to compare the travel distance of the train with the distance between two adjacent stations when the train stops. If the distance difference is greater than a preset distance threshold, the train is determined to be temporarily stopped, and no arrival reminder is issued.

[0121] In one embodiment of this application, based on the foregoing scheme, the near-field communication-based arrival reminder device further includes a location broadcasting unit 610. The location broadcasting unit 610 is configured to broadcast a calibrated second station location, carrying a timestamp, to other users waiting to disembark, so that these users can calibrate their own location to the station location corresponding to the latest time based on the timestamp and the calibrated second station location.

[0122] In one embodiment of this application, based on the aforementioned scheme, the arrival reminder module 240 further includes a runtime calculation unit 710 and an advance reminder unit 720. The runtime calculation unit 710 is configured to calculate the runtime of the train from the calibrated second station position to the target station if the second station position of the user waiting to disembark is the station preceding the target station. The target station is the station where the user finally arrives. The advance reminder unit 720 is configured to provide an arrival reminder to the user waiting to disembark based on the runtime.

[0123] It should be noted that the near-field communication-based passenger arrival reminder device and the near-field communication-based passenger arrival reminder method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments, and will not be repeated here.

[0124] Embodiments of this application also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by one or more processors, enable the electronic device to implement the near-field communication-based passenger arrival reminder method provided in the above embodiments.

[0125] Figure 14 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown.

[0126] It should be noted that, Figure 14 The computer system 1500 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0127] like Figure 14 As shown, the computer system 1500 includes a Central Processing Unit (CPU) 1501, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on a program stored in Read-Only Memory (ROM) 1502 or a program loaded from storage portion 1508 into Random Access Memory (RAM) 1503. The RAM 1503 also stores various programs and data required for system operation. The CPU 1501, ROM 1502, and RAM 1503 are interconnected via a bus 1504. An Input / Output (I / O) interface 1505 is also connected to the bus 1504.

[0128] The following components are connected to I / O interface 1505: an input section 1506 including a keyboard, mouse, etc.; an output section 1507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1508 including a hard disk, etc.; and a communication section 1509 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 1509 performs communication processing via a network such as the Internet. A drive 1510 is also connected to I / O interface 1505 as needed. Removable media 1511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 1510 as needed so that computer programs read from them can be installed into storage section 1508 as needed.

[0129] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 1509, and / or installed from removable medium 1511. When the computer program is executed by central processing unit (CPU) 1501, it performs various functions defined in the system of this application.

[0130] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. For example, a computer-readable medium can be an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0131] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0132] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0133] Another aspect of this application provides a computer-readable medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned near-field communication-based passenger arrival reminder method. This computer-readable medium may be included in the electronic device described in the above embodiments, or it may exist independently without being assembled into the electronic device.

[0134] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable medium. A processor of a computer device reads the computer instructions from the computer-readable medium and executes the computer instructions, causing the computer device to perform the near-field communication-based passenger arrival reminder method provided in the various embodiments described above.

[0135] The above content is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A method for reminding passengers of their arrival at a train station based on near-field communication, characterized in that, include: Obtain the first station location of the beacon user, where the beacon user is a waiting user who enters the rail station within the valid time period, and the valid time period is the time from the current time point to the historical time point; Compare whether the location of the first stop and the location of the user waiting to get off are the same stop; If not, then the location of the second station where the user waiting to get off is located will be calibrated to the location of the first station; The system provides arrival reminders to the passengers waiting to disembark based on the calibrated location of the second station.

2. The method according to claim 1, characterized in that, The step of providing arrival reminders to the passenger waiting to disembark based on the calibrated second station location includes: Obtain the timetable for the operation of the rail train, which plans the arrival times of the rail train at each station; Based on the acceleration and speed of the rail train detected by the passenger terminal, the actual arrival time of the rail train at the station is recorded; wherein, the actual station information of the rail train is the second station location calibrated by the user waiting to get off. If the time difference between the actual arrival time of the rail train and the corresponding arrival time planned in the timetable is less than a preset first time limit, then the user waiting to get off the train will be reminded of the arrival time based on the actual arrival time of the rail train.

3. The method according to claim 2, characterized in that, The method further includes: If the speed detected by the passenger terminal is within a preset speed range, and the acceleration detected within a preset time period does not exceed a preset acceleration threshold, then the detected speed and acceleration are taken as the speed and acceleration of the rail train.

4. The method according to claim 2, characterized in that, The method further includes: Based on the acceleration and speed of the rail train detected by the passenger terminal, and the running time of the rail train, the travel distance of the rail train from start to stop is calculated; The distance difference between the travel distance of the rail train and the distance between two adjacent stations when the rail train stops is compared. If the distance difference is greater than a preset distance threshold, the rail train is determined to be temporarily stopped and no arrival reminder is given.

5. The method according to claim 1, characterized in that, After calibrating the second station location of the user waiting to disembark to the first station location, the method further includes: The calibrated second station location, along with a timestamp, is broadcast to other users waiting to disembark, so that these users can calibrate their own location to the station location corresponding to the latest time based on the timestamp and the calibrated second station location.

6. The method according to claim 1, characterized in that, The step of providing arrival reminders to the passenger waiting to disembark based on the calibrated second station location includes: If the second station location of the user waiting to disembark is the station before the target station, then the travel time of the rail train from the second station location to the target station is calculated, and the target station is the station that the user waiting to disembark finally arrives at. Based on the aforementioned runtime, passengers awaiting disembarkation will receive an arrival reminder in advance.

7. The method according to any one of claims 1 to 6, characterized in that, The beacon users are randomly selected users who enter the rail station within the valid time period and / or users who enter the rail station within the valid time period based on their travel records.

8. A passenger arrival reminder device based on near-field communication, characterized in that, The device includes: The first station location acquisition module is configured to acquire the first station location of a beacon user, wherein the beacon user is a waiting user who enters the rail station within a valid time period, and the valid time period is the time from the current time point to the historical time point. The comparison module is configured to compare whether the first station location and the second station location of the user waiting to get off are the same station; The location calibration module is configured to, if not, calibrate the second station location of the user waiting to get off the bus to the first station location; The arrival reminder module is configured to remind the user who is about to get off the bus of their arrival based on the calibrated location of the second station.

9. An electronic device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by one or more processors, cause the electronic device to implement the near-field communication-based passenger arrival reminder method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, It stores computer-readable instructions, which, when executed by the computer's processor, cause the computer to perform the near-field communication-based passenger arrival reminder method as described in any one of claims 1 to 7.

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