Modular vehicle dispatching method and device based on evening peak commuting and school special line

Abstract

The present invention provides a module bus scheduling method and device based on a special line for commuting to school during evening peak hours, the method comprising: obtaining passenger alighting demand, fare, special line station information, module rated passenger capacity and number of available modules; obtaining module scheduling decision results according to passenger alighting demand, fare, special line station information, module rated passenger capacity and number of available modules; wherein the module scheduling decision results include station module separation information and module separation quantity information of each station, and the station module separation information characterizes whether each station is a module separation station. The present invention obtains module scheduling decision results by considering passenger alighting demand, fare, special line station information, module rated passenger capacity and number of available modules, etc., which can fundamentally solve the problem of overload or empty load of conventional public buses, ensure that a high vehicle utilization rate is always maintained during operation, and reduce operating costs.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic organization and dispatching, and in particular to a method and device for dispatching modular vehicles based on a special line for commuting to school during evening peak hours. Background Art

[0002] As urban traffic congestion becomes more and more "normalized", it reduces the happiness of residents in traveling. Therefore, some urban bus companies have launched commuter and school special lines to transport employees of the same company or students of the same school from the same starting point, such as work units and schools, to their corresponding places of residence during the evening peak hours.

[0003] Bus companies usually choose buses with appropriate passenger capacity as commuter buses to maximize their own interests. However, conventional buses have a fixed passenger capacity and cannot dynamically adapt to the spatial fluctuations of passenger demand, which can easily cause congestion or empty operation. Summary of the invention

[0004] The present invention provides a modular vehicle dispatching method and device based on a special line for commuting to school during evening peak hours, so as to solve the defect in the prior art that conventional public buses are limited by the fixed passenger capacity and cannot dynamically adapt to passenger demand, dynamically adjust the passenger capacity based on passenger demand, and reduce operating costs.

[0005] The present invention provides a module bus scheduling method based on a special line for commuting to school during evening peak hours, comprising: obtaining passenger alighting demands, fare, special line station information, module rated passenger capacity and the number of available modules; obtaining a module scheduling decision result according to the passenger alighting demands, the fare, the special line station information, the module rated passenger capacity and the number of available modules; wherein the module scheduling decision result comprises station module separation information and module separation quantity information of each station, and the station module separation information indicates whether each station is a module separation station.

[0006] According to a module car scheduling method based on a special line for commuting to school during evening peak hours provided by the present invention, the module scheduling decision result is obtained according to the passenger alighting demand, the fare, the special line station information, the module rated passenger capacity and the number of available modules, including: establishing a module dynamic grouping model according to the passenger alighting demand, the fare, the special line station information, the module rated passenger capacity and the number of available modules; linearizing the module dynamic grouping model to obtain a linearized model; and obtaining the module scheduling decision result according to the linearized model in combination with the branch and bound method.

[0007] According to a modular car scheduling method based on a special line for commuting to school during evening peak hours provided by the present invention, a module dynamic grouping model is established according to the passenger alighting demand, the fare, the special line station information, the module rated passenger capacity and the number of available modules, including: constructing a module dynamic grouping model according to the passenger alighting demand, the fare, the special line station information, the module rated passenger capacity and the number of available modules, in combination with a preset alighting passenger number constraint, a preset actual stop time constraint and a preset station module separation constraint; wherein the preset alighting passenger number constraint is used to derive the number of passengers alighting at each station, the preset actual stop time constraint is used to predict the actual stop time at each station, and the preset station module separation constraint is used to limit the number of module separations at each station and the number of modules when leaving each station.

[0008] According to a modular bus scheduling method based on a late peak commuting and schooling line provided by the present invention, the preset disembarking passenger quantity constraint includes a first disembarking passenger constraint, a second disembarking passenger constraint, a third disembarking passenger constraint, a fourth disembarking passenger constraint and a fifth disembarking passenger constraint, the first disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the passenger disembarking demand, the second disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the number of modules when leaving the first station and the rated passenger capacity of the modules, the third disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the station module separation information characterizing whether the station is a module separation station, the number of module separations at the station and the rated passenger capacity of the modules The module rated passenger capacity limits the number of passengers getting off at each station, the fourth passenger getting off constraint is used to ensure that the remaining passenger capacity of the module car when leaving the current station can accommodate the remaining number of passengers on the car according to the number of modules when leaving the previous station, the number of module separations at the current station and the module rated passenger capacity, and the fifth passenger getting off constraint is used to limit the number of passengers getting off at each station to an integer; the preset actual stop time constraint is used to predict the actual stop time of the station according to the preset station fixed stop time and the station module separation information; the preset station module separation constraint includes the station module separation information constraint, the module separation number constraint of each station and the module when leaving the station The module separation information constraint of the site includes a first site module separation information constraint and a second site module separation information constraint. The first site module separation information constraint is used to limit the first and last sites to be sites without module separation. The second site module separation information constraint is used to limit the value range of the site module separation information corresponding to the remaining sites except the first and last sites. The module separation quantity constraint of each site includes a first site module separation quantity constraint, a second site module separation quantity constraint and a third site module separation quantity constraint. The first site module separation quantity constraint is used to limit the module separation quantity of the first site. The second site module separation quantity constraint is used to limit the module separation quantity of the current site according to the module quantity when leaving the previous site and the site module separation information. The third site module separation quantity constraint is used to limit the module separation quantity of each site to an integer. The module quantity constraint when leaving the site includes a first module quantity constraint, a second module quantity constraint and a third module quantity constraint. The first module quantity constraint is used to limit the module quantity when leaving the first site according to the available module quantity. The second module quantity constraint is used to derive the module quantity when leaving the current site according to the module quantity when leaving the previous site and the module separation quantity of the current site. The third module quantity constraint is used to limit the module quantity when leaving each site to an integer.

[0009] According to a module car scheduling method based on a late peak commuting and school special line provided by the present invention, the module dynamic grouping model is expressed as:

[0010]

[0011] st

[0012]

[0013] 0≤g1≤F m

[0014]

[0015]

[0016] f1=0

[0017]

[0018]

[0019]

[0020]

[0021] y1=y J =0

[0022]

[0023]

[0024] Among them, z represents the operating profit of the module bus during the evening peak; α1 represents the weight coefficient of the bus company's fare revenue; F p represents the fare, that is, the fare paid by the enterprise (or school) for each passenger; J represents the number of stations along the commuter line; x j represents the number of passengers getting off at station j; α2 represents the weight coefficient of the bus company's operating cost; B j represents the running time from site j to the next adjacent site j+1; g j represents the number of modules leaving site j; t j represents the actual stop time at station j; T j represents the preset fixed stop time of station j; y j represents a binary variable, i.e., the site module separation information. When the module is dynamically separated at site j, its value is 1, otherwise it is 0; g1 represents the number of modules when leaving the first site; F m Indicates the number of available modules; Q j represents the passenger getting off demand at station j; f j represents the number of module separations at station j; M represents the maximum value; C represents the rated passenger capacity of the module; Represents a set of integers.

[0025] According to a modular vehicle scheduling method based on an evening peak commuting and school line provided by the present invention, the linearization processing of the modular dynamic grouping model includes: based on a first preset auxiliary variable and a second preset auxiliary variable, the modular dynamic grouping model is linearized to obtain a linearized model.

[0026] According to a modular vehicle scheduling method based on a late peak commuting and school-related special line provided by the present invention, the linearized model is expressed as:

[0027]

[0028]

[0029]

[0030]

[0031]

[0032]

[0033] 0≤g1≤F m

[0034]

[0035]

[0036] f1=0

[0037]

[0038]

[0039]

[0040]

[0041]

[0042]

[0043]

[0044]

[0045] y1=y J =0

[0046]

[0047]

[0048] Among them, z represents the operating profit of the module bus during the evening peak; α1 represents the weight coefficient of the bus company's fare revenue; F p represents the fare, that is, the fare paid by the enterprise (or school) for each passenger; J represents the number of stations along the commuter line; x j represents the number of passengers getting off at station j; α2 represents the weight coefficient of the bus company's operating cost; B j represents the running time from site j to the next adjacent site j+1; g j represents the number of modules leaving site j; g′ j represents the first preset auxiliary variable; T j represents the preset fixed stop time of station j; y j represents a binary variable, i.e., the site module separation information. When the module is dynamically separated at site j, its value is 1, otherwise it is 0; t j Indicates the actual stop time at station j; g″ j represents the second preset auxiliary variable; g j-1 represents the number of modules when leaving site j-1; F m Indicates the number of available modules; Q j represents the passenger getting off demand at station j; f j represents the number of module separations at station j; M represents the maximum value; C represents the rated passenger capacity of the module; Represents a set of integers.

[0049] The present invention also provides a modular vehicle scheduling device based on a special line for commuting to school during evening peak hours, comprising: a data acquisition unit, for acquiring passenger alighting demands, fares, special line station information, module rated passenger capacity and the number of available modules; a modular vehicle scheduling unit, for obtaining a modular scheduling decision result based on the passenger alighting demands, the fares, the special line station information, the module rated passenger capacity and the number of available modules; wherein the modular scheduling decision result comprises station module separation information and module separation quantity information for each station, and the station module separation information indicates whether each station is a module separation station.

[0050] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the steps of any of the above-mentioned modular vehicle dispatching methods based on evening peak commuting and school special lines are implemented.

[0051] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the modular vehicle scheduling method based on the evening peak commuting and school special line as described in any one of the above are implemented.

[0052] The present invention also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of any of the above-mentioned modular vehicle scheduling methods based on evening peak commuting and school special lines.

[0053] The module bus scheduling method and device based on the evening peak commuting and school special line provided by the present invention obtains the module scheduling decision result by considering the passengers' getting off demand, fare, special line station information, module rated passenger capacity and the number of available modules, etc., which can fundamentally solve the problem of overload or empty load of conventional public buses, ensure that the vehicle utilization rate is always high during operation, and reduce the operating cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0055] Figure 1 It is a flow chart of a module vehicle dispatching method based on a special line for commuting to school during evening peak hours provided by the present invention;

[0056] Figure 2 It is a schematic diagram of dynamic separation of a module vehicle provided by the present invention;

[0057] Figure 3 It is a structural schematic diagram of a module vehicle dispatching device based on a special line for commuting to school during evening peak hours provided by the present invention;

[0058] Figure 4 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0059] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0060] Figure 1 A flow chart of a module vehicle dispatching method based on a special line for commuting to school during evening peak hours is shown, the method comprising:

[0061] S11, obtaining passenger alighting requirements, fare, dedicated line station information, module rated passenger capacity and number of available modules;

[0062] S12, obtaining the module scheduling decision result according to the passengers' getting off demand, fare, dedicated line station information, module rated passenger capacity and number of available modules; wherein the module scheduling decision result includes the station module separation information and the number of module separations at each station, and the station module separation information indicates whether each station is a module separation station.

[0063] It should be noted that the S1N in this specification does not represent the order of the module vehicle scheduling method based on the evening peak commuting and school special line. Figure 2 The present invention describes a modular vehicle dispatching method based on a special line for commuting to school during evening peak hours.

[0064] There are two operation plans for the module bus at the station during the evening rush hour, both of which can ensure that passengers can get off the bus smoothly. Plan 1: The module bus stops at a certain station normally to allow passengers to get off smoothly; Plan 2: Before the module bus arrives at a certain station, passengers who need to get off at the station move to several designated modules according to the prompts in the car. These modules will stop at the station after separating from the module bus to allow passengers to get off smoothly. The modules in the module bus that do not need to be separated will not stop at the station but continue to drive to the next station. Figure 2 shown.

[0065] It should be noted that the departure points of the passengers on the evening peak commuter and school special line are the same (i.e., there are only passengers getting off during the journey), so the modular vehicle only has separate operations during operation. Due to the variability of the rated passenger capacity of the modular vehicle, it can always maintain a high vehicle utilization rate during operation, thereby reducing operating costs.

[0066] Step S11, obtaining passenger alighting requirements, fare, dedicated line station information, module rated passenger capacity and available module quantity.

[0067] It should be noted that obtaining the passenger's alighting demand, fares, dedicated line station information, module rated passenger capacity and number of available modules includes: obtaining the passenger's departure information and residence information; determining the fare, passenger alighting demand and dedicated line station information based on the passenger's departure information and residence information; and obtaining the module rated passenger capacity and number of available modules from the bus company.

[0068] Step S12, obtaining the module scheduling decision result according to the passenger getting off demand, fare, dedicated line station information, module rated passenger capacity and number of available modules; wherein the module scheduling decision result includes the station module separation information and the number of module separations at each station, and the station module separation information indicates whether each station is a module separation station.

[0069] In this embodiment, according to the passenger getting off demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules, the module scheduling decision result is obtained, including:

[0070] S12, a module dynamic grouping model is established based on passenger alighting demands, fare, dedicated line station information, module rated passenger capacity and number of available modules.

[0071] Specifically, a module dynamic grouping model is established according to the passengers' alighting demand, fares, dedicated line station information, module rated passenger capacity and the number of available modules, including: according to the passengers' alighting demand, fares, dedicated line station information, module rated passenger capacity and the number of available modules, and in combination with the preset alighting passenger number constraint, the preset actual stop time constraint and the preset station module separation constraint, a module dynamic grouping model is constructed; wherein, the preset alighting passenger number constraint is used to derive the number of passengers getting off at each station, the preset actual stop time constraint is used to predict the actual stop time at each station, and the preset station module separation constraint is used to limit the number of module separations at each station and the number of modules when leaving each station.

[0072] Furthermore, the preset disembarking passenger number constraint includes a first disembarking passenger constraint, a second disembarking passenger constraint, a third disembarking passenger constraint, a fourth disembarking passenger constraint and a fifth disembarking passenger constraint. The first disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the passenger disembarking demand. The second disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the number of modules when leaving the first station and the rated passenger capacity of the modules. The third disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the station module separation information characterizing whether the station is a module separation station, the number of module separations at the station and the rated passenger capacity of the modules. The fourth disembarking passenger constraint is used to ensure that the remaining passenger capacity of the module vehicle when leaving the current station can accommodate the remaining number of passengers on the vehicle according to the number of modules when leaving the previous station, the number of module separations at the current station and the rated passenger capacity of the modules. The fifth disembarking passenger constraint is used to limit the number of disembarking passengers at each station to an integer. The preset actual stop time constraint is used to predict the actual stop time of the station according to the preset station fixed stop time and station module separation information. The preset station module separation constraint includes the station module separation information constraint, the module separation number constraint of each station and the module number constraint when leaving the station. The station module separation information constraint The bundle includes a first site module separation information constraint and a second site module separation information constraint. The first site module separation information constraint is used to limit the first and last sites to be sites without module separation. The second site module separation information constraint is used to limit the value range of the site module separation information corresponding to the remaining sites except the first and last sites. The module separation quantity constraint of each site includes a first site module separation quantity constraint, a second site module separation quantity constraint and a third site module separation quantity constraint. The first site module separation quantity constraint is used to limit the module separation quantity of the first site. The second site module separation quantity constraint is used to limit the module separation quantity of the current site according to the module quantity when leaving the previous site and the site module separation information. The third site module separation quantity constraint is used to limit the module separation quantity of each site to an integer. The module quantity constraint when leaving the site includes a first module quantity constraint, a second module quantity constraint and a third module quantity constraint. The first module quantity constraint is used to limit the module quantity when leaving the first site according to the available module quantity. The second module quantity constraint is used to derive the module quantity when leaving the current site according to the module quantity when leaving the previous site and the module separation quantity of the current site. The third module quantity constraint is used to limit the module quantity when leaving each site to an integer.

[0073] It should be noted that, unlike the public welfare of regular bus services, the design of customized bus services needs to focus on profitability. The operating profit of the commuter and school special line service is equal to the line fare revenue minus the line operating cost, where the line operating cost is the operating time cost of the modular vehicle. Based on the residential location reported by the employees (or students) and the fare for each employee (or student) negotiated between the bus company and the enterprise (or school), the bus company customizes appropriate commuter and school special line services for the enterprise (or school) to meet passenger needs as much as possible while maximizing profits. Therefore, the module dynamic grouping model is expressed as:

[0074]

[0075] Among them, z represents the operating profit of the module bus during the evening peak; α1 represents the weight coefficient of the bus company's fare revenue; F p represents the fare, that is, the fare paid by the enterprise (or school) for each passenger; J represents the number of stations along the commuter line; x j represents the number of passengers getting off at station j; α2 represents the weight coefficient of the bus company's operating cost; B j represents the running time from site j to the next adjacent site j+1; g j represents the number of modules leaving site j; t j represents the actual stop time at station j.

[0076] It should be noted that when the modular car passes through a station, passengers can get off in two ways: one is that the passengers get off after the modular car as a whole stops at the station; the other is that the passengers take the module separated from the modular car and complete the getting off process after the module stops at the station. When the modular car as a whole stops at the station, the stop time is a fixed value; when the modular car chooses to separate the module at the station, before arriving at the station, the passengers who get off need to move to several designated modules according to the prompts in the car. These modules will stop at the station after being separated from the modular car so that the passengers can get off smoothly, and the modules that do not need to be separated in the modular car do not stop at the station. Therefore, for passengers who do not need to get off at this station, the stop time of the modular car is zero. It can be seen that the actual stop time of station j, that is, the preset actual stop duration constraint is expressed as:

[0077]

[0078] Among them, t j represents the actual stop time at station j; T j represents the preset fixed stop time of station j; y j It represents a binary variable, i.e., the site module separation information. Its value is 1 when module dynamic separation is performed at site j, otherwise it is 0.

[0079] Since the number of modules added at the first station cannot exceed the number of available modules of the bus company, the first module quantity constraint is expressed as 0≤g1≤F m , where g1 represents the number of modules when leaving the first station, F m represents the number of available modules, that is, the upper limit of the number of modules owned by the bus company. Therefore, the commuter-to-school module bus may not be able to meet all the riding needs. In other words, the number of passengers who actually get off at station j is less than or equal to the number of passengers who get off at station j reported by the enterprise or school. That is, the first passenger getting off constraint is expressed as Among them, x j represents the number of passengers getting off at station j; Q j represents the passenger getting off demand at station j.

[0080] At the same time, the total number of passengers in the commuter and school special line service must be less than or equal to the rated passenger capacity of the modular vehicle at the first stop, that is, the second passenger disembarkation constraint is expressed as:

[0081]

[0082] Among them, x j represents the number of passengers getting off at station j; C represents the rated passenger capacity of the module; g1 represents the number of modules when leaving the first station.

[0083] In addition, during the operation of the commuter-school line, the modules at the first station will be combined into a modular vehicle without separation, that is, the first station module separation quantity constraint is expressed as f1=0.

[0084] If the commuter-to-school line chooses to dynamically separate modules at a certain station, the number of separated modules must be less than or equal to the number of existing modules in the module car, that is, the constraint on the number of module separations at the second station is expressed as:

[0085]

[0086] Among them, f j represents the number of module separations at site j; g j-1 represents the number of modules when leaving site j-1; y j It represents a binary variable, i.e., the site module separation information. Its value is 1 when module dynamic separation is performed at site j, otherwise it is 0.

[0087] At the same time, it must be ensured that the number of passengers getting off at this station does not exceed the total rated passenger capacity of the module to be separated, that is, the third passenger getting off constraint is expressed as:

[0088]

[0089] Among them, x j represents the number of passengers getting off at station j; C represents the rated passenger capacity of the module; f jrepresents the number of module separations at site j; M represents the maximum value; y j It represents a binary variable, i.e., the site module separation information. Its value is 1 when module dynamic separation is performed at site j, otherwise it is 0.

[0090] It should be noted that it is necessary to ensure that the remaining passenger capacity of the module car is greater than or equal to the number of remaining passengers on the car after the module is separated, that is, the fourth passenger disembarkation constraint is expressed as:

[0091]

[0092] Among them, x k represents the number of passengers getting off at station k; C represents the rated passenger capacity of the module; f j represents the number of module separations at site j; g j-1 Indicates the number of modules when leaving site j-1.

[0093] The number of modules of a modular vehicle composed of several modules will change at each intermediate station due to possible separation operations. Therefore, the second module quantity constraint is expressed as:

[0094]

[0095] Among them, g j represents the number of modules leaving site j; g j-1 represents the number of modules leaving site j-1; f j represents the number of module separations at site j.

[0096] It should be noted that according to the actual situation, it is easy to know that the module car should stop at the first and last stations as a whole, so the corresponding binary variable, that is, the first station module separation information constraint is expressed as y1 = y J = 0, and the second site module separation information constraint is expressed as The fifth passenger alighting constraint, the third station module separation quantity constraint, and the third module quantity constraint are expressed as Among them, x j represents the number of passengers getting off at station j; f j represents the number of module separations at station j; g1 represents the number of modules when leaving the first station; Represents a set of integers.

[0097] S122, linearizing the module dynamic grouping model to obtain a linearized model.

[0098] Specifically, the module dynamic grouping model is linearized, including: based on the first preset auxiliary variable and the second preset auxiliary variable, the module dynamic grouping model is linearized to obtain a linearized model.

[0099] Going further, the linearized model is expressed as:

[0100]

[0101]

[0102]

[0103]

[0104]

[0105]

[0106] 0≤g1≤F m

[0107]

[0108]

[0109] f1=0

[0110]

[0111]

[0112]

[0113]

[0114]

[0115]

[0116]

[0117]

[0118] y1=y J =0

[0119]

[0120]

[0121] Among them, z represents the operating profit of the module bus during the evening peak; α1 represents the weight coefficient of the bus company's fare revenue; F p represents the fare, that is, the fare paid by the enterprise (or school) for each passenger; J represents the number of stations along the commuter line; x jrepresents the number of passengers getting off at station j; α2 represents the weight coefficient of the bus company's operating cost; B j represents the running time from site j to the next adjacent site j+1; g j represents the number of modules leaving site j; g′ j represents the first preset auxiliary variable; T j represents the preset fixed stop time of station j; y j represents a binary variable, i.e., the site module separation information. When the module is dynamically separated at site j, its value is 1, otherwise it is 0; t j Indicates the actual stop time at station j; g″ j represents the second preset auxiliary variable; g j-1 represents the number of modules when leaving site j-1; F m Indicates the number of available modules; Q j represents the passenger getting off demand at station j; f j represents the number of module separations at station j; M represents the maximum value; C represents the rated passenger capacity of the module; Represents a set of integers.

[0122] S123, according to the linearized model, combined with the branch and bound method, the module scheduling decision result is obtained.

[0123] It should be noted that the module scheduling decision result also includes the number of passengers getting off at each station. In addition, the branch and bound method can be implemented by some commercial solvers, such as Gurobi, Cplex, etc., which are not further limited here.

[0124] In summary, the embodiment of the present invention obtains the module scheduling decision result by considering the passenger getting off demand, fare, dedicated line station information, module rated passenger capacity and the number of available modules, etc., which can fundamentally solve the problem of overload or empty load of conventional public buses, ensure that the vehicle utilization rate is always high during operation, and reduce operating costs.

[0125] The following is a description of the modular vehicle dispatching device based on the evening peak commuting and school dedicated line provided by the present invention. The modular vehicle dispatching device based on the evening peak commuting and school dedicated line described below and the modular vehicle dispatching method based on the evening peak commuting and school dedicated line described above can be referenced to each other.

[0126] Figure 3 The schematic diagram of the structure of a modular vehicle dispatching device based on a special line for commuting to school during evening peak hours is shown, and the device comprises:

[0127] The data acquisition unit 31 acquires the passenger's alighting demand, the fare, the special line station information, the module's rated passenger capacity and the number of available modules;

[0128] The module car dispatching unit 32 obtains the module dispatching decision result according to the passengers' getting off demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules; wherein the module dispatching decision result includes the station module separation information and the number of module separations at each station, and the station module separation information indicates whether each station is a module separation station.

[0129] In this embodiment, the data acquisition unit 31 includes: an address information acquisition unit, which acquires the passenger's departure information and residence information; a first data acquisition unit, which determines the fare, passenger getting off requirements and special line station information based on the passenger's departure information and residence information; and a second data acquisition unit, which acquires the module's rated passenger capacity and the number of available modules from the bus company.

[0130] The module car dispatching unit 32 includes: a model building unit, which establishes a module dynamic grouping model according to passenger getting off demand, fare, dedicated line station information, module rated passenger capacity and the number of available modules; a linearization processing unit, which linearizes the module dynamic grouping model to obtain a linearized model; and a module car dispatching unit, which obtains a module dispatching decision result according to the linearized model in combination with the branch and bound method.

[0131] Specifically, the model building unit includes: a model building sub-unit, which builds a module dynamic grouping model according to passenger getting off demand, fare, dedicated line station information, module rated passenger capacity and available module quantity, and combined with preset getting off passenger quantity constraint, preset actual stop time constraint and preset station module separation constraint; wherein, the preset getting off passenger quantity constraint is used to derive the number of passengers getting off at each station, the preset actual stop time constraint is used to predict the actual stop time at each station, and the preset station module separation constraint is used to limit the number of module separations at each station and the number of modules when leaving each station.

[0132] Furthermore, the preset disembarking passenger number constraint includes a first disembarking passenger constraint, a second disembarking passenger constraint, a third disembarking passenger constraint, a fourth disembarking passenger constraint and a fifth disembarking passenger constraint. The first disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the passenger disembarking demand. The second disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the number of modules when leaving the first station and the rated passenger capacity of the modules. The third disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the station module separation information characterizing whether the station is a module separation station, the number of module separations at the station and the rated passenger capacity of the modules. The fourth disembarking passenger constraint is used to ensure that the remaining passenger capacity of the module vehicle when leaving the current station can accommodate the remaining number of passengers on the vehicle according to the number of modules when leaving the previous station, the number of module separations at the current station and the rated passenger capacity of the modules. The fifth disembarking passenger constraint is used to limit the number of disembarking passengers at each station to an integer. The preset actual stop time constraint is used to predict the actual stop time of the station according to the preset station fixed stop time and station module separation information. The preset station module separation constraint includes the station module separation information constraint, the module separation number constraint of each station and the module number constraint when leaving the station. The station module separation information constraint The bundle includes a first site module separation information constraint and a second site module separation information constraint. The first site module separation information constraint is used to limit the first and last sites to be sites without module separation. The second site module separation information constraint is used to limit the value range of the site module separation information corresponding to the remaining sites except the first and last sites. The module separation quantity constraint of each site includes a first site module separation quantity constraint, a second site module separation quantity constraint and a third site module separation quantity constraint. The first site module separation quantity constraint is used to limit the module separation quantity of the first site. The second site module separation quantity constraint is used to limit the module separation quantity of the current site according to the module quantity when leaving the previous site and the site module separation information. The third site module separation quantity constraint is used to limit the module separation quantity of each site to an integer. The module quantity constraint when leaving the site includes a first module quantity constraint, a second module quantity constraint and a third module quantity constraint. The first module quantity constraint is used to limit the module quantity when leaving the first site according to the available module quantity. The second module quantity constraint is used to derive the module quantity when leaving the current site according to the module quantity when leaving the previous site and the module separation quantity of the current site. The third module quantity constraint is used to limit the module quantity when leaving each site to an integer.

[0133] It should be noted that, unlike the public welfare of regular bus services, the design of customized bus services needs to focus on profitability. The operating profit of the commuter and school special line service is equal to the line fare revenue minus the line operating cost, where the line operating cost is the operating time cost of the modular vehicle. Based on the residential location reported by the employees (or students) and the fare for each employee (or student) negotiated and determined by the bus company and the enterprise (or school), the bus company customizes a suitable commuter and school special line service for the enterprise (or school) to meet the needs of passengers as much as possible while ensuring maximum profit.

[0134] It should be noted that when the modular car passes through a station, passengers can get off in two ways: one is that the modular car as a whole stops at the station and passengers get off; the other is that passengers take the module separated from the modular car and complete the process of getting off after the module stops at the station. When the modular car stops at the station as a whole, the stop time is a fixed value; when the modular car chooses to separate the module at the station, before arriving at the station, the passengers who get off need to move to several designated modules according to the prompts in the car. These modules will stop at the station after being separated from the modular car so that passengers can get off smoothly. The modules in the modular car that do not need to be separated do not stop at the station. Therefore, for passengers who do not need to get off at this station, the stop time of the modular car is zero.

[0135] In addition, the linearization processing unit includes: a linearization processing subunit, which performs linearization processing on the module dynamic grouping model based on the first preset auxiliary variable and the second preset auxiliary variable to obtain a linearized model.

[0136] In summary, the embodiment of the present invention obtains passenger getting off demand, fare, dedicated line station information, module rated passenger capacity and number of available modules through the data acquisition module, so that the module vehicle scheduling module can obtain the module scheduling decision result, which can fundamentally solve the problem of overload or empty load of conventional public buses, ensure that the vehicle utilization rate is always high during operation, and reduce operating costs.

[0137] Figure 4 An example of a physical structure diagram of an electronic device is shown in FIG. Figure 4As shown, the electronic device may include: a processor 41, a communication interface 42, a memory 43 and a communication bus 44, wherein the processor 41, the communication interface 42 and the memory 43 communicate with each other through the communication bus 44. The processor 41 may call the logic instructions in the memory 43 to execute a module bus scheduling method based on a commuting and school special line during the evening peak, the method comprising: obtaining passenger alighting requirements, fare, special line station information, module rated passenger capacity and the number of available modules; obtaining a module scheduling decision result according to passenger alighting requirements, fare, special line station information, module rated passenger capacity and the number of available modules; wherein the module scheduling decision result includes station module separation information and module separation quantity information of each station, and the station module separation information indicates whether each station is a module separation station.

[0138] In addition, the logic instructions in the above-mentioned memory 43 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0139] On the other hand, the present invention also provides a computer program product, which includes a computer program, and the computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the modular vehicle scheduling method based on the evening peak commuting and school special line provided by the above-mentioned methods, the method including: obtaining passenger getting off demand, fare, special line station information, module rated passenger capacity and the number of available modules; obtaining a module scheduling decision result based on passenger getting off demand, fare, special line station information, module rated passenger capacity and the number of available modules; wherein the module scheduling decision result includes station module separation information and module separation quantity information of each station, and the station module separation information indicates whether each station is a module separation station.

[0140] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the modular vehicle scheduling method based on the evening peak commuting and school special line provided by the above-mentioned methods, the method comprising: obtaining passenger alighting demands, fares, special line station information, module rated passenger capacity and number of available modules; obtaining a module scheduling decision result based on passenger alighting demands, fares, special line station information, module rated passenger capacity and number of available modules; wherein the module scheduling decision result includes station module separation information and module separation quantity information of each station, and the station module separation information indicates whether each station is a module separation station.

[0141] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0142] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0143] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A modular vehicle dispatching method based on a special line for commuting to school during evening peak hours, characterized in that: include: Obtain passenger alighting requirements, fare, dedicated line station information, module rated passenger capacity and number of available modules; According to the passenger getting off demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules, a module scheduling decision result is obtained; wherein the module scheduling decision result includes station module separation information and the number of module separations of each station, and the station module separation information indicates whether each station is a module separation station; The module scheduling decision result is obtained according to the passenger getting off demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules, including: Establishing a module dynamic grouping model according to the passenger getting off demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules; Linearizing the module dynamic grouping model to obtain a linearized model; According to the linearized model, combined with the branch and bound method, a module scheduling decision result is obtained; The step of establishing a module dynamic grouping model according to the passenger getting off demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules includes: According to the passenger disembarking demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules, and in combination with the preset disembarking passenger number constraint, the preset actual stop time constraint and the preset station module separation constraint, a module dynamic grouping model is constructed; wherein the preset disembarking passenger number constraint is used to derive the number of passengers disembarking at each station, the preset actual stop time constraint is used to predict the actual stop time at each station, and the preset station module separation constraint is used to limit the number of module separations at each station and the number of modules when leaving each station; The preset disembarking passenger number constraint includes a first disembarking passenger constraint, a second disembarking passenger constraint, a third disembarking passenger constraint, a fourth disembarking passenger constraint and a fifth disembarking passenger constraint. The first disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the passenger disembarking demand. The second disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the number of modules when leaving the first station and the rated passenger capacity of the modules. The third disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the station module separation information characterizing whether the station is a module separation station, the number of module separations at the station and the rated passenger capacity of the modules. The fourth disembarking passenger constraint is used to ensure that the remaining passenger capacity of the module vehicle when leaving the current station can accommodate the remaining number of passengers on the vehicle according to the number of modules when leaving the previous station, the number of module separations at the current station and the rated passenger capacity of the modules. The fifth disembarking passenger constraint is used to limit the number of disembarking passengers at each station to an integer. The preset actual stop time constraint is used to predict the actual stop time of the station according to the preset fixed stop time of the station and the station module separation information; The preset site module separation constraint includes a site module separation information constraint, a module separation quantity constraint for each site, and a module quantity constraint when leaving the site. The site module separation information constraint includes a first site module separation information constraint and a second site module separation information constraint. The first site module separation information constraint is used to limit the first and last sites to be sites where modules are not separated. The second site module separation information constraint is used to limit the value range of the site module separation information corresponding to the remaining sites except the first and last sites. The module separation quantity constraints for each site include a first site module separation quantity constraint, a second site module separation quantity constraint, and a third site module separation quantity constraint. The first site module separation quantity constraint is used to limit the first site The number of module separations, the second site module separation number constraint is used to limit the number of module separations at the current site according to the number of modules when leaving the previous site and the site module separation information, the third site module separation number constraint is used to limit the number of module separations at each site to an integer, the module number constraint when leaving the site includes the first module number constraint, the second module number constraint and the third module number constraint, the first module number constraint is used to limit the number of modules when leaving the first site according to the number of available modules, the second module number constraint is used to derive the number of modules when leaving the current site according to the number of modules when leaving the previous site and the number of module separations at the current site, and the third module number constraint is used to limit the number of modules when leaving each site to an integer.

2. The modular vehicle dispatching method based on the evening peak commuting and school special line according to claim 1 is characterized in that: The module dynamic grouping model is expressed as: 0≤g1≤F m f1＝0 y1=y J =0 Among them, z represents the operating profit of the module bus during the evening peak; α1 represents the weight coefficient of the bus company's fare revenue; F p represents the fare, that is, the fare paid by the enterprise (or school) for each passenger; J represents the number of stations along the commuter line; x j represents the number of passengers getting off at station j; α2 represents the weight coefficient of the bus company's operating cost; B j represents the running time from site j to the next adjacent site j+1; g j represents the number of modules leaving site j; t j represents the actual stop time at station j; T j represents the preset fixed stop time of station j; y j represents a binary variable, i.e., the site module separation information. When the module is dynamically separated at site j, its value is 1, otherwise it is 0; g1 represents the number of modules when leaving the first site; F m Indicates the number of available modules; Q j represents the passenger getting off demand at station j; f j represents the number of module separations at station j; M represents the maximum value; C represents the rated passenger capacity of the module; Represents a set of integers.

3. The modular vehicle dispatching method based on the evening peak commuting and school special line according to claim 1 is characterized in that: The linearization process of the module dynamic grouping model includes: Based on the first preset auxiliary variable and the second preset auxiliary variable, the module dynamic grouping model is linearized to obtain a linearized model.

4. The modular vehicle dispatching method based on the evening peak commuting and school special line according to claim 1 is characterized in that: The linearized model is expressed as: 0≤g1≤F m f1＝0 y1=y J =0 Among them, z represents the operating profit of the module bus during the evening peak; α1 represents the weight coefficient of the bus company's fare revenue; F p represents the fare, that is, the fare paid by the enterprise (or school) for each passenger; J represents the number of stations along the commuter line; x j represents the number of passengers getting off at station j; α2 represents the weight coefficient of the bus company's operating cost; B j represents the running time from site j to the next adjacent site j+1; g j represents the number of modules when leaving site j; gj represents the first preset auxiliary variable; T j represents the preset fixed stop time of station j; y j represents a binary variable, i.e., the site module separation information. When the module is dynamically separated at site j, its value is 1, otherwise it is 0; t j Indicates the actual stop time at station j; g″ j represents the second preset auxiliary variable; g j-1 represents the number of modules when leaving site j-1; F m Indicates the number of available modules; Q j represents the passenger getting off demand at station j; f j represents the number of module separations at station j; M represents the maximum value; C represents the rated passenger capacity of the module; Represents a set of integers.

5. A modular vehicle dispatching device based on a special line for commuting to school during evening peak hours, characterized in that: include: Data acquisition unit, which acquires passenger alighting requirements, fare, dedicated line station information, module rated passenger capacity and number of available modules; The module car dispatching unit obtains a module dispatching decision result according to the passenger getting off demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules; wherein the module dispatching decision result includes station module separation information and the number of module separations at each station, and the station module separation information indicates whether each station is a module separation station; The module vehicle dispatching unit comprises: A model building unit, which builds a module dynamic grouping model according to the passenger getting off demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules; A linearization processing unit performs linearization processing on the module dynamic grouping model to obtain a linearized model; The module vehicle scheduling unit obtains the module scheduling decision result according to the linearized model and the branch and bound method; The model building unit comprises: The model building subunit builds a module dynamic grouping model according to the passenger alighting demand, the fare, the dedicated line station information, the module rated passenger capacity and the number of available modules, and in combination with a preset alighting passenger number constraint, a preset actual stop time constraint and a preset station module separation constraint; wherein the preset alighting passenger number constraint is used to derive the number of passengers alighting at each station, the preset actual stop time constraint is used to predict the actual stop time at each station, and the preset station module separation constraint is used to limit the number of module separations at each station and the number of modules when leaving each station; The preset disembarking passenger number constraint includes a first disembarking passenger constraint, a second disembarking passenger constraint, a third disembarking passenger constraint, a fourth disembarking passenger constraint and a fifth disembarking passenger constraint. The first disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the passenger disembarking demand. The second disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the number of modules when leaving the first station and the rated passenger capacity of the modules. The third disembarking passenger constraint is used to limit the number of disembarking passengers at each station according to the station module separation information characterizing whether the station is a module separation station, the number of module separations at the station and the rated passenger capacity of the modules. The fourth disembarking passenger constraint is used to ensure that the remaining passenger capacity of the module vehicle when leaving the current station can accommodate the remaining number of passengers on the vehicle according to the number of modules when leaving the previous station, the number of module separations at the current station and the rated passenger capacity of the modules. The fifth disembarking passenger constraint is used to limit the number of disembarking passengers at each station to an integer. The preset actual stop time constraint is used to predict the actual stop time of the station according to the preset fixed stop time of the station and the station module separation information; The preset site module separation constraint includes a site module separation information constraint, a module separation quantity constraint for each site, and a module quantity constraint when leaving the site. The site module separation information constraint includes a first site module separation information constraint and a second site module separation information constraint. The first site module separation information constraint is used to limit the first and last sites to be sites where modules are not separated. The second site module separation information constraint is used to limit the value range of the site module separation information corresponding to the remaining sites except the first and last sites. The module separation quantity constraints for each site include a first site module separation quantity constraint, a second site module separation quantity constraint, and a third site module separation quantity constraint. The first site module separation quantity constraint is used to limit the first site The number of module separations, the second site module separation number constraint is used to limit the number of module separations at the current site according to the number of modules when leaving the previous site and the site module separation information, the third site module separation number constraint is used to limit the number of module separations at each site to an integer, the module number constraint when leaving the site includes the first module number constraint, the second module number constraint and the third module number constraint, the first module number constraint is used to limit the number of modules when leaving the first site according to the number of available modules, the second module number constraint is used to derive the number of modules when leaving the current site according to the number of modules when leaving the previous site and the number of module separations at the current site, and the third module number constraint is used to limit the number of modules when leaving each site to an integer.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the steps of the modular vehicle scheduling method based on the evening peak commuting and school line are implemented as described in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by the processor, the steps of the modular vehicle scheduling method based on the evening peak commuting and school special line as described in any one of claims 1 to 4 are implemented.

Images