MaaS Dynamic Bus Route Planning Method and Travel Optimization Method Based on Spatiotemporal Clustering

Abstract

This invention discloses a MaaS dynamic bus route and station planning method and a trip optimization method based on spatiotemporal clustering. The MaaS algorithm based on spatiotemporal clustering, within a defined boundary area of ​​no more than 25 square kilometers, determines bus routes and stops based on existing public transport demand where both origin and destination are within this area, according to established spatiotemporal clustering rules. It then returns the determined bus routes, stops, and estimated arrival times to passengers using the planned bus routes and stops. The application of this invention maximizes the convenience of public transport, reduces unnecessary waiting time and connection distances, increases bus occupancy rates, reduces the probability of empty bus runs, and minimizes stops at unnecessary stops, thereby improving operational efficiency.

Description

Technical Field

[0001] This invention relates to the field of computer-aided planning technology, and in particular to a MaaS dynamic bus route planning method and travel optimization method based on spatiotemporal clustering. Background Technology

[0002] Public transportation is a fundamental mode of transportation in cities. However, with socio-economic development, the attractiveness of public transportation has been declining, specifically manifested in a year-on-year decrease in passenger volume, reduced satisfaction with public transportation, and a large number of buses running empty.

[0003] In the current technology, public transportation mainly suffers from prominent problems such as long waiting times, long distances between stops and destinations, and long travel times, resulting in high time costs for public transportation and thus reducing travelers' willingness to choose public transportation.

[0004] The concept of MaaS (Mobility as a Service) provides a new approach to enhancing the attractiveness of public transportation services.

[0005] The core of the MaaS concept is to provide transportation as a service to travelers, thereby improving the public transportation experience from a people-centered perspective.

[0006] When the MaaS concept is combined with public transportation, it aims to provide a more humanized public transportation service. Specifically, this is reflected in the dynamic matching based on demand, which solves the problems of long waiting times and long distances between stops in public transportation.

[0007] Therefore, how to apply the MaaS concept to the design of bus routes and stations has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0008] In view of the above-mentioned deficiencies of the prior art, the present invention provides a MaaS dynamic bus route and station planning method and a travel optimization method based on spatiotemporal clustering. The purpose is to provide a MaaS dynamic bus route and station planning method based on spatiotemporal clustering for short-distance bus travel at the area level, aiming to provide travelers with a more responsive and convenient bus service.

[0009] To achieve the above objectives, this invention discloses a MaaS dynamic bus route and station planning method based on spatiotemporal clustering. The MaaS algorithm based on spatiotemporal clustering determines the bus route and stops within a defined boundary area of ​​no more than 25 square kilometers, based on existing public transport travel demand where both the starting point and the destination are within the defined spatiotemporal clustering rules.

[0010] In some embodiments, for the area, virtual alternative bus stops that meet the public transportation travel needs are preset based on road texture and land access points;

[0011] The minimum distance between any two virtual candidate bus stops is 100m, which serves as a prerequisite for spatial clustering; the specific steps are as follows:

[0012] Step 1: Obtain information on all roads of the main arterial road, secondary arterial road, and local road levels within the area, as well as information on intersections, and convert the information on all roads and all intersections into a set of line elements and a set of point elements.

[0013] All roads with two-way traffic are double-line elements, and all roads with one-way traffic are single-line elements, forming the set of line elements. ;

[0014] All the aforementioned intersections are considered as point elements to form the set of point elements. ;

[0015] Step 2: Obtain the entrance and exit information of all plots within the area, and classify them into different levels of entrance and exit sets according to the different entrances and exits of different plots;

[0016] Among them, all vehicle entrances and exits of the aforementioned plots that are residential communities are grouped into the set of entrances and exits at level one. ;

[0017] All pedestrian-only entrances and exits of the aforementioned plots within residential communities are sets of secondary entrances and exits. ;

[0018] All of the aforementioned plots that are not residential areas have pedestrian-only entrances and exits that are a set of three levels of entrances and exits. ;

[0019] Associate all entrance and exit elements in the set of all entrances and exits with the corresponding double-line element or the corresponding single-line element;

[0020] Step 3: Determine the path distance between each entrance / exit and the nearest intersection. When the path distance is less than 50 meters, delete the corresponding entrance / exit element from the set of the corresponding entrance / exit, thus obtaining a set of the remaining first-level entrances / exits containing the remaining entrance / exit elements. The remaining set of entrances and exits at the secondary level and the set of entrances and exits for the remaining three levels. ;

[0021] Step 4: Determine the set of entrances and exits for the remaining level. The path distance between any two entrance / exit elements is determined. If the path distance is less than 100 meters, the entrance / exit element with the larger number is deleted. This process continues until the path distance between any two entrance / exit elements is greater than 100 meters, resulting in a first-level set of entrances / exits after secondary filtering. and will Included in the preset site set S;

[0022] Step 5: Determine the set of the remaining secondary entrances and exits. and the set of entrances and exits of the first level after secondary filtering. The path distance between any two of the stated entrance / exit elements, when the path distance is less than 100 meters, if one of the two stated entrance / exit elements belongs to... The other belongs to Then delete the one that belongs to If both of the aforementioned entrance / exit elements belong to the category of entrance / exit elements, then... If the path distance between any two entrance / exit elements is greater than 100 meters, then delete the entrance / exit element with the larger number from the two entrance / exit elements being judged, until the path distance between any two entrance / exit elements is greater than 100 meters, thus obtaining the second-level set of entrances / exits after secondary filtering. and will Included in the preset site set S;

[0023] Step 6: Determine the set of the remaining three levels of entrances and exits. The set of entrances and exits at the first level after secondary filtering. and the set of secondary entrances and exits after secondary filtering. The path distance between any two of the stated entrance / exit elements, when the path distance is less than 100 meters, if one of the two stated entrance / exit elements belongs to... The other belongs to or Then delete the one that belongs to If both of the aforementioned entrance / exit elements belong to the category of entrance / exit elements, then... If the path distance between any two entrance / exit elements is greater than 100 meters, then delete the entrance / exit element with the larger number from the two entrance / exit elements being judged, until the path distance between any two entrance / exit elements is greater than 100 meters, thus obtaining a set of entrances / exits at the third level after secondary filtering. and will Included in the preset site set S;

[0024] Step 7: The preset station set S is the combination of all virtual alternative bus stops in the area.

[0025] When travelers submit a reservation request via mobile app, they must select a bus stop planned based on virtual alternative bus stops; otherwise, the request cannot be submitted. During operation, by collecting travelers' travel needs, stations are clustered according to distance, and recommended clustering times are provided, ensuring operational efficiency while providing services.

[0026] like Figure 2 As shown, the present invention provides a method for optimizing travel based on bus routes and stops planned using the above-described planning method, wherein the buses are empty, and includes the following steps:

[0027] Step A1: Obtain the traveler's location information within the specified area. Boarding time information and destination information ;

[0028] Step A2, according to Generate recommended boarding points , = And calculate the estimated boarding time. And send it to the traveler;

[0029] Step A3: If the traveler accepts the recommended pick-up point and the estimated boarding time The recommended boarding point and the estimated boarding time Convert to Start Service Site and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ;

[0030] If the traveler does not accept the recommended pick-up point and the estimated boarding time A pop-up message indicates that there is currently no service response, and the traveler is requested to modify their location information. The boarding time information Or the destination information Then return to step A1 and recalculate.

[0031] like Figure 3 As shown, the present invention also provides a method for optimizing travel based on bus routes and stops planned using the above-described planning method, wherein the buses are not empty vehicles, and includes the following steps:

[0032] Step B1: Within the specified area, obtain the location information of the i-th traveler. Boarding time information and destination information ;

[0033] Step B2: Determine the location information of the i-th traveler. and any pending service site Determine the path distance between them. and Is the distance between them less than or equal to 200 meters?

[0034] Step B3, if and If the distance between them is less than or equal to 200 meters, then the estimated pick-up point is sent to the i-th traveler. And the corresponding estimated boarding time If the i-th traveler accepts, then the service is provided and the expected pick-up point is given. and the estimated boarding time Convert to Start Service Site and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ;

[0035] If the i-th traveler does not accept the expected pick-up point and the estimated boarding time A pop-up message indicates that there is currently no service response, and the traveler is requested to modify their location information. The boarding time information Or the destination information Then return to step B1 and recalculate;

[0036] Step B4, if and If the distance between them is greater than 200 meters, a new service station will be generated. Determine if all currently operating bus routes need to be rerouted. Is the increase in line operating time ≤30%?

[0037] If so, determine whether the i-th traveler accepts the expected pick-up point. And the corresponding estimated boarding time If so, in response to the travel needs of the i-th traveler, the nearest operating vehicle to that traveler will respond with its service and initiate a service station. and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ;

[0038] If the i-th traveler does not accept the expected pick-up point and the estimated boarding time A pop-up message indicates that there is currently no service response, and the traveler is requested to modify their location information. The boarding time information Or the destination information Then return to step B1 and recalculate;

[0039] If you detour to the designated boarding point If the increase in line running time is greater than 30%, then select another empty train and repeat steps A1 to A3.

[0040] This invention provides a MaaS dynamic bus route and station planning method based on spatiotemporal clustering, which has the following two advantages:

[0041] (1) For travelers, the present invention provides a public transport service mode that is adapted to their own needs. Bus stops and service times can be adapted and adjusted according to their own expectations, maximizing the convenience of travelers using public transport and reducing unnecessary waiting time and connection distance.

[0042] (2) For operators, the present invention improves the passenger load factor of buses and reduces the probability of buses running empty due to the precise matching of travel demand and supply, while reducing stops at stations with no demand and improving operational efficiency.

[0043] The following will further explain the concept, specific structure, and technical effects of the present invention in conjunction with the accompanying drawings, so as to fully understand the purpose, features, and effects of the present invention. Attached Figure Description

[0044] Figure 1 A flowchart of a bus route planning method according to an embodiment of the present invention is shown.

[0045] Figure 2 The flowchart illustrates a method for optimizing the travel of empty buses at bus stops planned using a bus stop planning method, according to an embodiment of the present invention.

[0046] Figure 3 The flowchart illustrates a method for optimizing bus travel when buses are not empty, based on a bus route planning method according to an embodiment of the present invention.

[0047] Figure 4 This diagram illustrates a bus route in one embodiment of the present invention.

[0048] Figure 5 This illustration shows a bus route diagram according to another embodiment of the present invention. Detailed Implementation

[0049] Example 1: As Figure 1 As shown, the MaaS dynamic bus route planning method based on spatiotemporal clustering, based on spatiotemporal clustering, determines the bus route and stops in a region with a defined boundary and an area of ​​no more than 25 square kilometers, based on the existing public transport demand where both the starting point and the destination are within the region, and based on the defined spatiotemporal clustering rules.

[0050] In some embodiments, for a given area, virtual alternative bus stops that meet public transport travel needs are preset based on road texture and land access points;

[0051] The minimum distance between any two virtual candidate bus stops is 100 meters, which is a prerequisite for spatial clustering; the specific steps are as follows:

[0052] Step 1: Obtain information on all roads of the main arterial road, secondary arterial road, and local road levels within the area, as well as information on intersections, and convert all road information and all intersection information into a set of line elements and a set of point elements.

[0053] All roads with two-way traffic are represented by two-line elements, and all roads with one-way traffic are represented by one-line elements, forming a set of line elements. ;

[0054] All intersections are treated as point elements to form a set of point elements. ;

[0055] Step 2: Obtain the entrance and exit information of all plots within the area, and classify them into different levels of entrance and exit sets according to the different entrances and exits of different plots;

[0056] In this category, all vehicle entrances and exits of plots within residential communities are grouped into a primary set of entrances and exits. ;

[0057] All pedestrian-only entrances and exits on plots within residential communities are collections of secondary entrances and exits. ;

[0058] All pedestrian-only entrances and exits on non-residential plots are a collection of three levels of entrances and exits. ;

[0059] Associate all entrance and exit elements in the set of all entrances and exits with the corresponding double-line element or the corresponding single-line element;

[0060] Step 3: Determine the path distance between each entrance / exit and the nearest intersection. If the path distance is less than 50 meters, remove the corresponding entrance / exit element from the set of the corresponding entrance / exit, thus obtaining the set of the remaining first-level entrances / exits containing the remaining entrance / exit elements. The remaining set of secondary entrances and exits and the collection of the remaining three levels of entrances and exits. ;

[0061] Step 4: Determine the set of entrances and exits for the remaining level. The path distance between any two entrance / exit elements is calculated. If the path distance is less than 100 meters, the entrance / exit element with the larger number is deleted. This process is repeated until the path distance between any two entrance / exit elements is greater than 100 meters, resulting in a set of primary entrances / exits after secondary filtering. and will Included in the preset site set S;

[0062] Step 5: Determine the set of the remaining secondary entrances and exits. and the set of primary entrances and exits after secondary filtering. The path distance between any two entrance / exit elements is considered. If the path distance is less than 100 meters, and one of the two entrance / exit elements being judged belongs to... The other belongs to Then delete the one that belongs to If both entry and exit elements being judged belong to the same category... If the path distance between any two entrances / exits is greater than 100 meters, then delete the entrance / exit element with the larger number from the two entrance / exit elements being judged, until the path distance between any two entrance / exit elements is greater than 100 meters, thus obtaining the set of secondary entrances / exits after secondary filtering. and will Included in the preset site set S;

[0063] Step 6: Determine the set of entrances and exits for the remaining three levels. The set of primary entrances and exits after secondary filtering. and the set of secondary entrances and exits after secondary filtering. The path distance between any two entrance / exit elements is considered. If the path distance is less than 100 meters, and one of the two entrance / exit elements being judged belongs to... The other belongs to or Then delete the one that belongs to If both entry and exit elements being judged belong to the same category... If the path distance between any two entrances / exits is greater than 100 meters, then delete the entrance / exit element with the larger number from the two entrance / exit elements being judged, until the path distance between any two entrance / exit elements is greater than 100 meters, thus obtaining the set of entrances / exits at the third level after secondary filtering. and will Included in the preset site set S;

[0064] Step 7: The preset station set S is the combination of all virtual alternative bus stops in the area.

[0065] When travelers submit a reservation request via mobile app, they must select a bus stop planned based on virtual alternative bus stops; otherwise, the request cannot be submitted. During operation, by collecting travelers' travel needs, stations are clustered according to distance, and recommended clustering times are provided, ensuring operational efficiency while providing services.

[0066] For the defined boundary area, several bus terminals are set up for buses to depart from and wait for. Generally, there is one terminal for each area, where buses depart and return.

[0067] Desired station and desired time: These refer to the desired pick-up station and desired pick-up time selected by the traveler when making a travel reservation;

[0068] Recommended stops and estimated time: refers to the recommended boarding stops and estimated arrival time calculated based on the actual route of the proposed bus route after comprehensive calculation. The recommended boarding stop and the expected boarding stop may be the same stop.

[0069] Service stops and service hours: These refer to the bus stops and estimated arrival times that a bus route will make based on demand matching.

[0070] like Figure 2 As shown, the present invention provides a method for optimizing travel based on bus routes and stops planned using the above-described planning method, wherein the buses are empty, and includes the following steps:

[0071] Step A1: Within the region, obtain the traveler's location information. Boarding time information and destination information ;

[0072] Step A2, according to Generate recommended boarding points , = And calculate the estimated boarding time. And send it to travelers;

[0073] Step A3: If the traveler accepts the recommended pick-up point and estimated boarding time Then the recommended boarding point and estimated boarding time Convert to Start Service Site and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ;

[0074] If travelers do not accept the recommended pick-up point and estimated boarding time A pop-up message informed travelers that there was no service available and asked them to update their location information. Boarding time information or destination information Then return to step A1 and recalculate.

[0075] like Figure 3 As shown, the present invention also provides a method for optimizing travel based on bus routes and stops planned using the above-described planning method, wherein the buses are not empty vehicles, and includes the following steps:

[0076] Step B1: Within the region, obtain the location information of the i-th traveler. Boarding time information and destination information ;

[0077] Step B2: Determine the location information of the i-th traveler. and any pending service site Determine the path distance between them. and Is the distance between them less than or equal to 200 meters?

[0078] Step B3, if and If the distance between them is less than or equal to 200 meters, then the estimated pick-up point is sent to the i-th traveler. And the corresponding estimated boarding time If the i-th traveler accepts, the service will be provided, and the expected pick-up point will be given. and estimated boarding time Convert to Start Service Site and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ;

[0079] If the i-th traveler does not accept the expected pick-up point and estimated boarding time A pop-up message informed travelers that there was no service available and asked them to update their location information. Boarding time information or destination information Then return to step B1 and recalculate;

[0080] Step B4, if and If the distance between them is greater than 200 meters, a new service station will be generated. Determine if all currently operating bus routes need to be rerouted. Is the increase in line operating time ≤30%?

[0081] If so, determine whether the i-th traveler accepts the expected pick-up point. And the corresponding estimated boarding time If so, in response to the travel needs of the i-th traveler, the nearest operating vehicle to that traveler will respond to its service and initiate a service station. and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ;

[0082] If the i-th traveler does not accept the expected pick-up point and estimated boarding time A pop-up message informed travelers that there was no service available and asked them to update their location information. Boarding time information or destination information Then return to step B1 and recalculate;

[0083] If you detour to the designated boarding point If the increase in line running time is greater than 30%, then select another empty train and repeat steps A1 to A3.

[0084] Example 2: As Figure 4 As shown, for a 1km*1km area, 13 stations were pre-set based on the municipal road network and the location of entrances and exits to the plots, numbered 1 to 13. During the service period, no vehicles are currently operating. Traveler A submits a reservation request, hoping to... o Location: Board at 9:00 AM, heading to a d Location. Based on the assessment, a o The location is station number 2, a dThe location is station 12. The empty bus responds to the demand, departs from the starting station, and is expected to arrive at this station at 9:02. Therefore, the system recommends that traveler A board at station 2, receive service at 9:02, and get off at station 12. After traveler A accepts the service, bus route and station plan 1 is generated, which includes two stations, 2 and 12.

[0085] Example 3: As Figure 5 As shown, at 9:02, traveler B issued a request, hoping to travel from b... o Location, proceed to b at 9:10 d Location. Based on the assessment, b o There are no service stations within 200m of the location. According to the station clustering principle, b o The location is station number 8, b d The location is stop 13. Currently, only bus route 1 is in operation. If bus route 1 detours to stop 8, it will increase travel time by approximately 3 minutes, about 10% longer than the original route. Therefore, a detour is proposed, recommending traveler B to board at stop 8 at 9:15 AM and alight at stop 13. Traveler B accepts this recommendation. The detour route is implemented, generating bus route and stop plan 2, which includes stops 2, 8, 12, and 13.

[0086] The preferred embodiments of the present invention have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A method for MaaS dynamic bus stop planning based on spatiotemporal clustering, characterized in that, The MaaS algorithm based on spatiotemporal clustering determines bus routes and stops within a defined boundary area of ​​no more than 25 square kilometers, based on existing public transport demand where both the starting point and the destination are within the defined spatiotemporal clustering rules. For the aforementioned area, based on road texture and land access points, virtual alternative bus stops that meet the public transportation travel needs are preset; The minimum distance between any two virtual candidate bus stops is 100m, which serves as a prerequisite for spatial clustering; the specific steps are as follows: Step 1: Obtain information on all roads of the main arterial road, secondary arterial road, and local road levels within the area, as well as information on intersections, and convert the information on all roads and all intersections into a set of line elements and a set of point elements. All the roads of two-way traffic are double-line elements, and all the roads of one-way traffic are single-line elements, to form the line element set ; All the aforementioned intersections are considered as point elements to form the set of point elements. ; Step 2: Obtain the entrance and exit information of all plots within the area, and classify them into different levels of entrance and exit sets according to the different entrances and exits of different plots; Among them, all vehicle entrances and exits of the aforementioned plots that are residential communities are grouped into the set of entrances and exits at level one. ; All pedestrian-only entrances and exits of the aforementioned plots within residential communities are sets of secondary entrances and exits. ; All of the aforementioned plots that are not residential areas have pedestrian-only entrances and exits that are a set of three levels of entrances and exits. ; Associate all entrance and exit elements in the set of all entrances and exits with the corresponding double-line element or the corresponding single-line element; Step 3: Determine the path distance between each entrance / exit and the nearest intersection. When the path distance is less than 50 meters, delete the corresponding entrance / exit element from the set of the corresponding entrance / exit, thus obtaining a set of the remaining first-level entrances / exits containing the remaining entrance / exit elements. The remaining set of entrances and exits at the secondary level and the set of entrances and exits for the remaining three levels. ; Step 4: Determine the set of entrances and exits for the remaining level. The path distance between any two entrance / exit elements is determined. If the path distance is less than 100 meters, the entrance / exit element with the larger number is deleted. This process continues until the path distance between any two entrance / exit elements is greater than 100 meters, resulting in a first-level set of entrances / exits after secondary filtering. and will Included in the preset site set S; Step 5: Determine the set of the remaining secondary entrances and exits. and the set of entrances and exits of the first level after secondary filtering. The path distance between any two of the stated entrance / exit elements, when the path distance is less than 100 meters, if one of the two stated entrance / exit elements belongs to... The other belongs to Then delete the one that belongs to If both of the aforementioned entrance / exit elements belong to the category of entrance / exit elements, then... If the path distance between any two entrance / exit elements is greater than 100 meters, then delete the entrance / exit element with the larger number from the two entrance / exit elements being judged, until the path distance between any two entrance / exit elements is greater than 100 meters, thus obtaining the second-level set of entrances / exits after secondary filtering. and will Included in the preset site set S; Step 6: Determine the set of the remaining three levels of entrances and exits. The set of entrances and exits at the first level after secondary filtering. and the set of secondary entrances and exits after secondary filtering. The path distance between any two of the stated entrance / exit elements, when the path distance is less than 100 meters, if one of the two stated entrance / exit elements belongs to... The other belongs to or Then delete the one that belongs to If both of the aforementioned entrance / exit elements belong to the category of entrance / exit elements, then... If the path distance between any two entrance / exit elements is greater than 100 meters, then delete the entrance / exit element with the larger number from the two entrance / exit elements being judged, until the path distance between any two entrance / exit elements is greater than 100 meters, thus obtaining a set of entrances / exits at the third level after secondary filtering. and will Included in the preset site set S; Step 7: The preset station set S is the combination of all virtual alternative bus stops in the area; When travelers submit a reservation request via mobile device, they must select a bus stop planned based on the virtual alternative bus stops; otherwise, the request cannot be submitted. During operation, by collecting travelers' travel needs, the stations are clustered according to distance, and a recommended clustering time is provided to ensure operational efficiency while providing services.

2. A method for optimizing travel routes and stops planned using the planning method described in claim 1, characterized in that, The bus is empty, and the following steps are involved: Step A1: Obtain the traveler's location information within the specified area. Boarding time information and destination information ; Step A2, according to Generate recommended boarding points , = And calculate the estimated boarding time. And send it to the traveler; Step A3: If the traveler accepts the recommended pick-up point and the estimated boarding time The recommended boarding point and the estimated boarding time Convert to Start Service Site and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ; If the traveler does not accept the recommended pick-up point and the estimated boarding time A pop-up message indicates that there is currently no service response, and the traveler is requested to modify their location information. The boarding time information Or the destination information Then return to step A1 and recalculate.

3. The travel optimization method according to claim 2, characterized in that, The bus is not empty, and the following steps are involved: Step B1: Within the specified area, obtain the location information of the i-th traveler. Boarding time information and destination information ; Step B2: Determine the location information of the i-th traveler. and any pending service site Determine the path distance between them. and Is the distance between them less than or equal to 200 meters? Step B3, if and If the distance between them is less than or equal to 200 meters, then the estimated pick-up point is sent to the i-th traveler. And the corresponding estimated boarding time If the i-th traveler accepts, then the service is provided and the expected pick-up point is given. and the estimated boarding time Convert to Start Service Site and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ; If the i-th traveler does not accept the expected pick-up point and the estimated boarding time A pop-up message indicates that there is currently no service response, and the traveler is requested to modify their location information. The boarding time information Or the destination information Then return to step B1 and recalculate; Step B4, if and If the distance between them is greater than 200 meters, a new service station will be generated. Determine if all currently operating bus routes need to be rerouted. Is the increase in line operating time ≤30%? If so, determine whether the i-th traveler accepts the expected pick-up point. And the corresponding estimated boarding time If so, in response to the travel needs of the i-th traveler, the nearest operating vehicle to that traveler will respond with its service and initiate a service station. and its corresponding start time Simultaneously generate the traveler's end-of-service station. and the corresponding end time of service ; If the i-th traveler does not accept the expected pick-up point and the estimated boarding time A pop-up message indicates that there is currently no service response, and the traveler is requested to modify their location information. The boarding time information Or the destination information Then return to step B1 and recalculate; If you detour to the designated boarding point If the increase in line running time is greater than 30%, then select another empty train and repeat steps A1 to A3.

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