Bus route stop site adjustment method, device and equipment

Abstract

Embodiments of the present application are applicable to the field of public transportation technology, and provide a bus route stop site adjustment method, device and equipment, the method comprising: obtaining a first line of an existing bus route passing through a first site and a second site; determining at least one third site, the distance between the third site and the first site being less than a preset distance threshold; determining at least one second line passing through the second site and each third site; determining at least one third line from the second line; determining the influence value on the existing bus route after adding the first site as a stop site in each third line; determining a target line from the at least one third line based on the influence value; and adding the first site as a stop site in the target line. Through the above method, the passenger travel time between the first site and the second site can be reduced by adjusting the bus route stop site.

Description

Technical Field

[0001] This application belongs to the field of public transportation technology, and in particular relates to a method, device and equipment for adjusting bus route stops. Background Technology

[0002] Bus route stops are crucial for passenger travel efficiency and convenience. However, existing bus route planning methods are often based on fixed stop layouts, ignoring passenger boarding and alighting needs and changes in traffic conditions, resulting in bus routes failing to optimally meet the needs of passengers at different times and in different areas.

[0003] For example, during weekday morning rush hour, many people need to take a bus from stop A to stop B. However, because there is no direct route from stop A to stop B, or the direct route has too many stops, passengers need to spend more time and effort to get from stop A to stop B. However, if the bus routes could be adjusted, such as by adding stops for other bus lines, the number of stops from stop A to stop B could be reduced, thereby reducing travel time. Summary of the Invention

[0004] In view of this, embodiments of this application provide a method, apparatus, and equipment for adjusting bus route stops, in order to reduce the travel time for passengers between the first and second stops by adjusting bus route stops.

[0005] The first aspect of this application provides a method for adjusting bus route stops, including:

[0006] Find the first bus route that passes through the first and second stops of the existing bus routes;

[0007] Identify at least one third station, wherein the distance between the third station and the first station is less than a preset distance threshold;

[0008] Determine at least one second route that passes through the second station and each of the third stations;

[0009] At least one third route is determined from the second route, wherein the third route is a bus route that, if the first stop is added as a stop, passes through fewer stops from the first stop to the second stop via the third route than passes through fewer stops from the first stop to the second stop via the first route.

[0010] Determine the impact value of adding the first stop as a stop to each of the third routes on the existing bus routes;

[0011] Based on the influence value, a target route is determined from at least one of the third routes;

[0012] Add the first station as a stop on the target route.

[0013] In one possible implementation, determining at least one third line from the second line includes:

[0014] In the second route, a fourth route that does not pass through the first station is determined;

[0015] Calculate the difference between the number of stations along each of the fourth routes and the number of stations along the first route.

[0016] The fourth line whose difference satisfies the preset condition is designated as the third line.

[0017] In one possible implementation, determining the impact value of adding the first stop as a stop to each of the third routes on the existing bus routes includes:

[0018] By adding the first station as a stop to each of the aforementioned third routes, a fifth route is obtained;

[0019] Determine the Manhattan distance between each of the fifth routes and the first route;

[0020] The Manhattan distance is used as the corresponding impact value of the fifth route on the existing bus routes.

[0021] In one possible implementation, determining the target line from each of the third lines based on the influence value includes:

[0022] Determine whether there is a fifth line whose influence value is less than a preset influence value threshold;

[0023] If there is a fifth line whose influence value is less than a preset influence value threshold, then a target fifth line is determined from the fifth lines whose influence value is less than the preset influence value threshold.

[0024] The third line corresponding to the fourth target line is taken as the target line.

[0025] In one possible implementation, determining the target fourth line from the fourth lines whose influence values ​​are less than a preset influence value threshold includes:

[0026] Among the fourth lines whose influence values ​​are less than a preset influence value threshold, the fourth line with the smallest influence value is selected as the target fourth line.

[0027] In one possible implementation, after obtaining the first bus route that passes through the first stop and the second stop in the existing bus route, the method further includes:

[0028] Determine whether to adjust the stops on the existing bus routes.

[0029] In one possible implementation, determining whether to adjust the stops of the existing bus route includes:

[0030] When the number of stops along the first route is less than or equal to the first threshold, it is determined that the stops of the existing bus route will not be adjusted.

[0031] When the number of stops along the first route exceeds the first threshold, it is determined that the stops of the existing bus route will be adjusted.

[0032] In one possible implementation, determining whether to adjust the stops of the existing bus route includes:

[0033] Obtain the passenger flow of the first station and the second station during a preset time period;

[0034] If the passenger flow is less than or equal to the second threshold, then it is determined that the stops of the existing bus routes will not be adjusted.

[0035] If the passenger flow is greater than the second threshold, then it is determined that the stops of the existing bus routes will be adjusted.

[0036] A second aspect of this application provides a device for adjusting bus route stops, including:

[0037] The first route acquisition module is used to acquire the first route among the existing bus routes that passes through the first stop and the second stop.

[0038] The third station determination module is used to determine at least one third station, wherein the distance between the third station and the first station is less than a preset distance threshold;

[0039] The second route determination module is used to determine at least one second route that passes through the second station and each of the third stations;

[0040] The third route determination module is used to determine at least one third route from the second routes. The third route is a bus route that, if the first station is added as a stop, passes through fewer stops from the first station to the second station via the third route than passes through the first station to the second station via the first route.

[0041] The impact value determination module is used to determine the impact value on the existing bus routes after adding the first station as a stop in each of the third routes.

[0042] A target route determination module is used to determine a target route from at least one of the third routes based on the influence value;

[0043] An adjustment module is used to add the first station as a stop on the target route.

[0044] A third aspect of this application provides a computer device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect above.

[0045] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0046] A fifth aspect of this application provides a computer program product that, when run on a computer device, causes the computer device to perform the method described in the first aspect.

[0047] Compared with the prior art, the embodiments of this application have the following advantages:

[0048] The method in this embodiment can be used to reduce travel time between a first stop and a second stop by adding a first stop as a stop on other routes. A computer device can acquire a first route that passes through both the first and second stops in an existing bus route; the computer device can determine a third stop whose distance from the first stop is less than a preset distance threshold, thereby determining a second route that is relatively close to the first stop based on the third stop. A third route from the second route is determined where a stop can be added. If the third route adds the first stop as a stop, the number of stops along the route from the first stop to the second stop via the third route is less than the number of stops along the route from the first stop to the second stop via the first route. After determining each third route, the impact value of adding a first stop as a stop on at least one third route on the existing bus route can be determined; based on the impact value, a target route is determined, and then a first stop is added as a stop on the target route, thereby adjusting the existing bus route to reduce the cost of adding stops. Based on the method in this application embodiment, a target route can be selected from the routes adjacent to the first stop, and the first stop can be added as a stop on that target route. This reduces the number of stops between the first and second stops, has minimal impact on existing bus routes, and does not incur excessive costs. Therefore, using the first stop as a stop reduces travel time between the first and second stops, facilitating passenger travel. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0050] Figure 1 This is a scenario diagram illustrating the adjustment of bus route stops provided in an embodiment of this application;

[0051] Figure 2 This is a flowchart illustrating the steps of a method for adjusting bus route stops provided in an embodiment of this application.

[0052] Figure 3 This is a flowchart illustrating another method for adjusting bus route stops provided in this application embodiment;

[0053] Figure 4 This is a schematic diagram of a bus route stop adjustment device provided in an embodiment of this application;

[0054] Figure 5 This is a schematic diagram of a computer device provided in an embodiment of this application. Detailed Implementation

[0055] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0056] like Figure 1 As shown, when needing to take a bus from station A to station B, the existing bus route always includes line L1, which can directly connect station A to station B. However, taking line L1 directly from station A to station B requires passing through n stops. During the bus operation, the more stops it passes through, the longer the bus travel time will be. In addition, too many stops can also lead to a poor riding experience for passengers.

[0057] To reduce the number of stops, passengers can choose to go to other stops near stop A and take other bus routes. For example... Figure 1 As shown, station A1 exists near station A. Station A1 is on line L2, and it is possible to travel directly from station A1 to station B on line L2. Compared to line L1, line L2 does not stop between stations S1 and S4. Therefore, reaching station B via line L2 reduces the number of stops compared to reaching it via line L1.

[0058] like Figure 1 As shown, there is also a station B1 near station A. Station B1 is on line L3, and it is possible to travel directly from station B1 to station B on line L3. Compared to line L1, line L3 does not stop between stations S1 and S5. Therefore, reaching station B via line L3 reduces the number of stops compared to reaching it via line L1.

[0059] Reaching station B via L2 or L3 reduces the number of stops between station A1 and station B. However, for passengers, it requires walking from station A to the nearby station A1 or B1, which is time-consuming and laborious, and especially inconvenient in rainy or snowy weather.

[0060] Station A is located on the route that L2 and L3 must pass through. If a stop A is added on route L2 or route L3, it will not only facilitate the travel of the public, but also increase the passenger flow of the bus route and improve efficiency.

[0061] However, adding stops to a bus route also incurs certain costs. Therefore, the impact on existing bus routes must be considered when adding stops to a bus route.

[0062] Based on this, this application proposes a method for adjusting bus route stops, which reduces travel time between two stops by adjusting the bus route stops.

[0063] The technical solution of this application will be described below through specific embodiments.

[0064] Reference Figure 2 This document illustrates a flowchart of a method for adjusting bus route stops according to an embodiment of this application, which may specifically include the following steps:

[0065] S201, retrieve the first bus route that passes through the first and second stops among existing bus routes.

[0066] The methods in the embodiments of this application can be executed by a computer device, and the specific type of computer device is not limited in the embodiments of this application.

[0067] Computer devices can obtain the aforementioned bus routes through traffic software, map software, or publicly available bus route maps. A bus route may include multiple routes and the stops for each route.

[0068] The first and second stops mentioned above are bus stops that can be connected by existing bus routes. However, the existing bus routes between the first and second stops have too many stops, resulting in excessively long travel times.

[0069] In one possible implementation, the first and second stops mentioned above can be determined by the user. For example, the bus company can receive suggestions or complaints from passengers, and based on these suggestions and complaints, can determine bus routes with excessively long travel times. The starting stop of such bus routes can be the first stop mentioned above, and the ending stop can be the second stop mentioned above.

[0070] In another possible implementation, the first and second stops can be determined automatically by computer equipment. The computer equipment can obtain current bus route information, and based on the bus route information, determine two bus stops with more than a preset threshold, and designate these two bus stops as the first stop and the second stop, respectively.

[0071] For example, Figure 1 Site A in the text can be the first site mentioned above. Figure 1 Station B in the text can be the second station mentioned above. Figure 1 Line L1 in the diagram refers to the first line mentioned above.

[0072] After determining the first and second stops, the computer equipment can determine a first route from the first stop to the second stop based on the acquired bus route information. The first route may include information on the stops along the way from the first stop to the second stop, and based on this information, the number of stops along the first route from the first stop to the second stop can be determined.

[0073] After determining the first route, it can be determined whether to adjust the stops of the existing bus route. The computer equipment can determine, based on passenger flow and the number of stops along the first route, whether it is necessary to reduce the travel time between the first and second stops by adding stops on other routes.

[0074] In one possible implementation, the number of stops along the route can be used to determine whether it is necessary to reduce the travel time between the first and second stations by adding stops on other routes. The computer can determine whether the number of stops along the route from the first station to the second station is greater than a preset threshold. If the number of stops is greater than the preset threshold, the method described in this embodiment can continue. If the number of stops is less than or equal to the preset threshold, no adjustment to the bus route is required. For example, the threshold is 10.

[0075] In one possible implementation, the first route from the first station to the second station may include multiple routes. When multiple routes exist, the number of stops along the route from the first station to the second station corresponding to each route can be determined. Then, based on the minimum number of stops along the route from the first station to the second station, it can be determined whether it is necessary to reduce the travel time between the first station and the second station by adding stops on other routes.

[0076] In one possible implementation, the necessity of adjusting the stops can be determined based on the passenger flow between the first and second stops. If the passenger flow between the first and second stops is very small, the convenience brought by the method in this application can only be enjoyed by a small number of people, while the cost may need to be borne by more people. Therefore, it is necessary to implement the method in this application only when the passenger flow between the first and second stops reaches a certain passenger flow threshold.

[0077] It should be noted that when reducing the number of stops along a route by adding stops on other routes, this can be done by adding either the first stop or the second stop to the other routes. In this application, the solution is described using the example of adding the first stop to another route. Those skilled in the art should understand that adding the second stop to another route is similar to adding the first stop. In other words, the solution in this application can also be implemented by using an existing second stop as the first stop and vice versa. Therefore, this application will not elaborate further on the case of adding the second stop to another route.

[0078] S202, determine at least one third station, wherein the distance between the third station and the first station is less than a preset distance threshold.

[0079] When the goal is to reduce travel time by adding stops to a bus route, in order to avoid increasing the operating costs of other bus routes and to avoid excessively increasing the travel time of other routes, the bus route generally needs to be relatively close to stop A, or the bus route needs to pass through stop A.

[0080] The third stop mentioned above is a stop adjacent to the first stop. Because the third stop is close to the first stop, bus routes passing through the third stop are also relatively close to the first stop. Therefore, a third stop within the vicinity of the first stop can be identified, and bus routes that might add the first stop as a stop can be determined based on this third stop.

[0081] For example, a third bus stop within a preset distance range near the first stop can be obtained from existing bus route information. For instance, a third stop can be identified within a 500-meter radius of the first stop. The distance information between bus stops can be obtained using map software. For example, APIs from platforms like Gaode Maps, Baidu Maps, and Tencent Maps can be called to obtain map data and the location information of the bus stops. Based on this location information, the distances between bus stops can then be determined. Gaode Maps, Baidu Maps, and Tencent Maps are all map software.

[0082] If the aforementioned third stop does not exist, then reducing the travel time between the first and second stops would require adding stops on other routes. However, the cost of this would be too high. In such cases, the solution proposed in this application may not be implemented, and the bus company can make improvements through other means.

[0083] When there are one or more of the aforementioned third sites, the scheme in this application can continue to be implemented.

[0084] For example, Figure 1Site A1 and site B1 in the text can be the third site mentioned above.

[0085] S203, determine each second route passing through the second station and each of the third stations.

[0086] The second route mentioned above is equivalent to the route that is closer to the first station. The third station can be one or more, thus identifying one or more second routes.

[0087] For example, Figure 1 Stations A1 and B1 can be the third station mentioned above. The line passing through the third station A1 and the second station B can be line L2; the line passing through the third station B1 and the second station B can be line L3.

[0088] S204, determine at least one third route from the second route, the third route being a bus route that, if the first stop is added as a stop, passes through fewer stops from the first stop to the second stop via the third route than passes through the first route from the first stop to the second stop.

[0089] The purpose of this application is to reduce the travel time between the first and second stations by adding stops on other routes. In other words, after adding the first station as a stop on other routes, the number of stops between the first and second stations on those other routes should be less than the number of stops between the first and second stations on the first route. Otherwise, there is no need to add the first station on the other routes.

[0090] Adding a first stop as a stop on other routes requires that the route does not already include the first stop; otherwise, there is no need to add a first stop as a stop on that route. Therefore, routes that would pass through the first stop can be ruled out first. For example, from each of the second routes, a fourth route that does not pass through the first stop can be determined.

[0091] Then, the number of stops along the route from the first station to the second station in each fourth route can be determined. For each fourth route, the difference between the number of stops along the fourth route and the number of stops along the first route can be determined. This difference can be used to characterize the travel time saved between the first and second stations by adding stops.

[0092] Adding a new stop to a route inevitably increases costs. Therefore, it's generally necessary to consider both the saved travel time and the increased costs to determine whether adding a first stop is feasible. Thus, a fourth route that meets the preset criteria can be designated as the third route. For example, a fourth route can only be designated as the third route if the difference is greater than 3. The third route serves as an alternative bus route to add a first stop.

[0093] The aforementioned preset conditions can be set based on the relationship between the saved travel time and the increased cost. For example, a difference threshold can be set. When the difference is greater than the threshold, it indicates that the convenience brought by the saved travel time is worthwhile relative to the increased cost. Only then can the addition of a first stop as a stop on the route be considered.

[0094] For example, in the above Figure 1 In the above, the difference value corresponding to line L2 is 3, and the difference value corresponding to line L3 is 4. If the above difference threshold is set to 3, then line L3 can be the above third line, and line L2 cannot be the above third line; if the above difference threshold is set to 2, then both line L3 and line L2 can be the above third line.

[0095] S205, determine the impact value on the existing bus routes after adding the first stop as a stop in at least one of the third routes.

[0096] The aforementioned impact values ​​can be used to characterize the costs associated with adding a first stop as a stop. These costs can include economic costs and time costs. Adding a first stop as a stop on other routes incurs time costs for those routes, energy costs due to longer bus journeys on other routes, and economic costs associated with the necessary modifications.

[0097] In one possible implementation, the aforementioned impact value can be calculated using a user-defined formula. This impact value can be determined based on the weighted sum of the costs associated with each of the aforementioned cost factors. For example, time cost, energy cost, and reconstruction economic cost can each have corresponding weights. The computer equipment can obtain the time cost, energy cost, and reconstruction economic cost associated with adding a first stop as a stop in each third route. The time cost, energy cost, and reconstruction economic cost can each have corresponding weights. The weighted average sum of the time cost, energy cost, and reconstruction economic cost serves as the aforementioned impact value. The bus company can adjust the weights of each cost according to its own considerations, thus making the costs that the bus company cares about have a greater impact on the bus route adjustment plan. Based on the weighted average sum to determine the impact value, the cost corresponding to each item in the calculation formula can be easily understood by the user, making the impact value highly interpretable. The higher the impact value calculated using the above method, the higher the required cost.

[0098] In one possible implementation, the aforementioned impact value can be characterized by the Manhattan distance. The Manhattan distance represents the sum of the absolute axial distances between two points in a standard coordinate system. Specifically, the computer equipment can determine the fifth route after adding a first stop as a stop to each of the third routes; then calculate the Manhattan distance between each fifth route and the first route; and then use the Manhattan distance as the impact value corresponding to that fifth route. A higher impact value indicates a greater impact on the existing bus routes, and correspondingly higher costs.

[0099] The aforementioned routes one and five can be displayed as two curves on a map. Assume that these two curves can include multiple coordinates, each corresponding to a bus stop. For example, the Manhattan distance between routes one and five can be calculated as follows:

[0100] The curves corresponding to the first route are: (1, 2), (3, 4), (5, 6), (7, 8), (9, 10).

[0101] The curves corresponding to the fifth route are: (2, 3), (4, 5), (6, 7), (8, 9).

[0102] Then the Manhattan distance between the first and fifth lines can be calculated:

[0103] Manhattan distance = |1-2|+|2-3|+|3-4|+|4-5|+|5-6|+|6-7|+|7-8|+|9-8|+|10-9|.

[0104] Substituting the data into the calculation, we get: Manhattan distance between the first line and the fifth line = 1 + 1 + 1 + 1 + 1 + 1 + 1 + 1 + 1 = 9.

[0105] S206, Based on the influence value, determine the target line from each of the third lines.

[0106] After calculating the impact value, the computer equipment can determine whether bus route adjustments are necessary. Generally, when the required cost is too high, the time convenience brought by adding a first stop on other routes cannot offset the cost; in this case, no adjustment to the stop is needed. When the required cost is not high, the time saved by adding a first stop on other routes provides more convenience to passengers than the cost; in this case, the stop can be adjusted. Therefore, determining the bus route adjustment plan based on the impact value can comprehensively ensure that the travel time between the first and second stops is reduced while selecting the lowest-cost bus route adjustment plan possible.

[0107] Specifically, the computer equipment can determine whether there is a fifth route with an impact value less than a preset impact value threshold; if there is no fifth route with an impact value less than the preset impact value threshold, the current bus route will not be adjusted; if there is a fifth route with an impact value less than the preset impact value threshold, the target route can be determined from the third routes with an impact value less than the preset impact value threshold, and the target route is the route that adds a first stop as a stop.

[0108] For example, the computer device can select the fifth route with the smallest impact value among the fifth routes that are less than a preset impact value threshold as the target fifth route. The target fifth route has a unique corresponding third route. The third route corresponding to the target fifth route can be a determined target route. By selecting the target route based on the minimum impact value, the lowest cost can be incurred to bring time convenience to passengers.

[0109] S207, add the first station as a stop on the target route.

[0110] Once the target route is determined, a first stop can be added to the target route as a stop, thereby reducing the travel time between the first and second stops.

[0111] In this embodiment, a target route can be selected from the routes adjacent to the first stop, and the first stop can be added as a stop on that target route. This reduces the number of stops between the first and second stops, has minimal impact on existing bus routes, and does not incur excessive costs. Therefore, using the first stop as a stop reduces travel time between the first and second stops, facilitating passenger travel.

[0112] To better illustrate the solution in this application, another embodiment is described below.

[0113] Reference Figure 3 This illustration shows a flowchart of another method for adjusting bus route stops provided in this application embodiment, which may specifically include the following steps:

[0114] You can input any two bus stops. The two bus stops can be the starting point. Let's say the starting point is stop A and the ending point is stop B.

[0115] Call the map software's interface to query the shortest route from station A to station B. Assume the route is L1, and the number of stations along the way from station A to station B in L1 is T1.

[0116] Then, it can be determined whether T1 is greater than a threshold, thereby determining whether to continue specifying the scheme in this application. For example, the threshold can be 5. If T1 is not greater than 5, the current process ends. If T1 is greater than 5, the subsequent steps continue.

[0117] Then, it can be determined whether it is necessary to adjust the stops based on the passenger flow from station A to station B. For example, if the passenger flow from station A to station B is very small, the convenience brought by the method in this application can only be enjoyed by a small number of people, while the cost may be borne by more people. Therefore, it is necessary to implement the method in this application when the passenger flow from station A to station B reaches a certain passenger flow threshold.

[0118] You can query the bus OD details table to calculate the passenger flow from station A to station B during the morning peak period from 7:00 to 9:00. Let's assume the passenger flow is P.

[0119] Determine if P is greater than a preset passenger flow threshold. For example, the passenger flow threshold could be 30. If P is not greater than 30, the analysis process ends. If P is greater than 30, continue with the next steps.

[0120] Then, the map software's interface can be called to query the set of bus stops near station A. For example, "nearby" here can be within a 500-meter radius of station A, and the user can change this threshold as needed. Assume the determined set of bus stops near station A is {A1, A2, A3...An}.

[0121] The public transportation system can be used to query the set of routes that simultaneously pass through any one of the stations in the set {A1, A2, A3...An} and station B. Let's assume this set of routes is {Lx1, Lx2, Lx3...Lxn}. If the set of routes contains route L1, then route L1 will be automatically removed from the set.

[0122] Since only routes that do not pass through station A can add station A as a stop, we can filter out routes from the set {Lx1, Lx2, Lx3...Lxn} that do not pass through station A, let's call them {Lx1, Lx2, Lx3, Lx4}. Each route in {Lx1, Lx2, Lx3, Lx4} can have a corresponding number of stops from station A to station B. Let's assume the number of stops for taking Lx1 to station B is Tx1, for taking Lx2 to station B is Tx2, for taking Lx3 to station B is Tx3, and for taking Lx4 to station B is Tx4. This gives us the set of stops {Tx1, Tx2, Tx3, Tx4}.

[0123] Next, calculate the difference between T1 and each value in the set {Tx1, Tx2, Tx3, Tx4}, and determine the set whose difference is greater than a preset threshold. Assuming the threshold is 3, the set whose difference is greater than or equal to 3 is {Tx1, Tx2}.

[0124] Calculate the Manhattan distance between the trajectory curves of routes Tx1 and Tx2 after adding stop A and the original trajectory curves. The Manhattan distance can be calculated using the latitude and longitude of all stations along the route from station A to station B. For example, the principle of Manhattan distance calculation can be as follows:

[0125] Suppose we have the following data for two curves:

[0126] Curve A: (1, 2), (3, 4), (5, 6), (7, 8), (9, 10)

[0127] Curve B: (2, 3), (4, 5), (6, 7), (8, 9)

[0128] Then the Manhattan distance between curve A and curve B can be calculated:

[0129] Distance = |1-2|+|2-3|+|3-4|+|4-5|+|5-6|+|6-7|+|7-8|+|9-8|+|10-9|.

[0130] Substituting the data into the calculation, we get: Distance = 1 + 1 + 1 + 1 + 1 + 1 + 1 + 1 = 9.

[0131] There is no fixed threshold to accurately determine whether the Manhattan distance between two curves is large. Therefore, the concept of "not much difference" can be interpreted differently in different contexts.

[0132] In general, the difference in the Manhattan distance between two curves can be assessed through experience or background knowledge of the problem at hand. For example, if the Manhattan distance between the two curves is within a small range, such as 1-5, then the difference between them can be considered small. However, if the Manhattan distance is large, such as exceeding 10, then the difference between them can be considered significant.

[0133] However, accurately determining whether the difference is significant requires consideration of the specific context and problem requirements. Different application domains will have different similarity requirements. Therefore, in practical applications, it may be necessary to combine other methods and standards to comprehensively evaluate the similarity or difference between the two curves.

[0134] Assuming the Manhattan distance of Lx1 is 9 and the Manhattan distance of Lx2 is 6, the line with the smallest Manhattan distance is named Lx2.

[0135] It is recommended to add a stop A on Lx2, which would reduce the number of stops by at least 3 compared to L1, saving at least 15 minutes of travel time during peak hours, making it more convenient for citizens and improving commuting efficiency.

[0136] The method described in this application embodiment enables the public transportation system to operate efficiently. The method in this application embodiment can adjust and optimize bus stops based on real-time passenger boarding and alighting needs and traffic conditions, thereby making bus routes operate more efficiently.

[0137] The method described in this application embodiment can improve the service quality of a public transportation system. The method in this application embodiment can increase or adjust bus stops according to the actual needs of passengers, providing public transportation services that better meet passenger demands.

[0138] Furthermore, the methods described in the embodiments of this application may also bring economic benefits. The methods described in the embodiments of this application can be used to optimize bus routes. Optimized route planning can increase bus operating revenue, improve profit margins, enhance commuting efficiency for citizens, and improve citizens' sense of well-being.

[0139] It should be noted that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0140] Reference Figure 4 The diagram illustrates a bus route stop adjustment device according to an embodiment of this application. Specifically, it may include a first route acquisition module 41, a third stop determination module 42, a second route determination module 43, a third route determination module 44, an influence value determination module 45, a target route determination module 46, and an adjustment module 47, wherein:

[0141] The first route acquisition module 41 is used to acquire the first route of the existing bus routes that passes through the first stop and the second stop.

[0142] The third station determination module 42 is used to determine at least one third station, wherein the distance between the third station and the first station is less than a preset distance threshold;

[0143] The second route determination module 43 is used to determine at least one second route that passes through the second station and each of the third stations;

[0144] The third route determination module 44 is used to determine at least one third route from the second routes. The third route is a bus route that, if the first station is added as a stop, passes through fewer stops from the first station to the second station via the third route than passes through the first station to the second station via the first route.

[0145] The impact value determination module 45 is used to determine the impact value of adding the first station as a stop in each of the third routes on the existing bus routes.

[0146] The target route determination module 46 is used to determine a target route from at least one of the third routes based on the influence value;

[0147] Adjustment module 47 is used to add the first station as a stop on the target line.

[0148] In one possible implementation, the third line determination module 44 described above includes:

[0149] The fourth route determination submodule is used to determine the fourth route that does not pass through the first station from each of the second routes;

[0150] The difference calculation submodule is used to calculate the difference between the number of stations passed by each of the fourth routes and the number of stations passed by the first route.

[0151] The third line determination submodule is used to select the fourth line whose difference satisfies a preset condition as the third line.

[0152] In one possible implementation, the aforementioned influence value determination module 45 includes:

[0153] The fifth route determination submodule is used to obtain the fifth route by adding the first station as a stop in each of the third routes;

[0154] The Manhattan distance determination submodule is used to determine the Manhattan distance between each of the fifth routes and the first route;

[0155] The impact value determination submodule is used to use the Manhattan distance as the impact value of the corresponding fifth route on the existing bus routes.

[0156] In one possible implementation, the target route determination module 46 includes:

[0157] The determination submodule is used to determine whether there is a fifth line whose influence value is less than a preset influence value threshold.

[0158] The adjustment judgment submodule is used to determine the target fifth line from the fifth lines whose influence value is less than the preset influence value threshold if there is a fifth line whose influence value is less than the preset influence value threshold.

[0159] The target route determination submodule is used to select the third route corresponding to the target fifth route as the target route.

[0160] In one possible implementation, the above adjustment determination submodule:

[0161] The target route determination unit is used to select the fifth route with the smallest influence value among the fifth routes whose influence value is less than a preset influence value threshold as the target fifth route.

[0162] In one possible implementation, the above-mentioned device further includes:

[0163] The adjustment judgment module is used to determine whether to adjust the stops of the existing bus routes.

[0164] In one possible implementation, the aforementioned adjustment judgment module includes:

[0165] The first judgment submodule is used to determine that the current bus route should not be adjusted when the number of stops passed by the first route is less than or equal to a first threshold.

[0166] The second judgment submodule is used to continue executing the step of determining the third station when the number of stations passed by the first line is greater than the first threshold.

[0167] In one possible implementation, the above-mentioned device further includes:

[0168] The passenger flow acquisition submodule is used to acquire the passenger flow of the first station and the second station during a preset time period;

[0169] The third judgment submodule is used to not adjust the current bus route if the passenger flow is less than or equal to the second threshold.

[0170] The fourth judgment submodule is used to continue executing the step of determining the third station if the passenger flow is greater than the second threshold.

[0171] As the apparatus embodiments are basically similar to the method embodiments, they are described in a relatively simple manner. For relevant details, please refer to the description in the method embodiment section.

[0172] Figure 5 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Figure 5 As shown, the computer device 500 of this embodiment includes: at least one processor 50 ( Figure 5 (Only one is shown) a processor, a memory 51, and a computer program 52 stored in the memory 51 and executable on the at least one processor 50, wherein the processor 50 executes the computer program 52 to implement the steps in any of the above method embodiments.

[0173] The computer device 500 may be a desktop computer, laptop, handheld computer, or cloud computing device, etc. This computer device may include, but is not limited to, a processor 50 and a memory 51. Those skilled in the art will understand that... Figure 5 This is merely an example of computer device 500 and does not constitute a limitation on computer device 500. It may include more or fewer components than shown in the figure, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0174] The processor 50 may be a Central Processing Unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0175] In some embodiments, the memory 51 may be an internal storage unit of the computer device 500, such as a hard disk or memory of the computer device 500. In other embodiments, the memory 51 may be an external storage device of the computer device 500, such as a plug-in hard disk, SmartMedia Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the computer device 500. Furthermore, the memory 51 may include both internal and external storage units of the computer device 500. The memory 51 is used to store the operating system, applications, bootloader, data, and other programs, such as the program code of the computer program. The memory 51 can also be used to temporarily store data that has been output or will be output.

[0176] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0177] This application provides a computer program product that, when run on a computer device, enables the computer device to perform the steps described in the above-described method embodiments.

[0178] The embodiments described above are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for adjusting bus route stops, characterized in that, include: Find the first bus route that passes through the first and second stops of the existing bus routes; Identify at least one third station, wherein the distance between the third station and the first station is less than a preset distance threshold; Determine at least one second route that passes through the second station and each of the third stations; At least one third route is determined from the second route, wherein the third route is a bus route that, if the first stop is added as a stop, passes through fewer stops from the first stop to the second stop via the third route than passes through fewer stops from the first stop to the second stop via the first route. Determine the impact value of adding the first stop as a stop to each of the third routes on the existing bus routes; Based on the influence value, a target route is determined from at least one of the third routes; Add the first station as a stop on the target route.

2. The method as described in claim 1, characterized in that, Determining at least one third line from the second line includes: In the second route, a fourth route that does not pass through the first station is determined; Calculate the difference between the number of stations along each of the fourth routes and the number of stations along the first route. The fourth line whose difference satisfies the preset condition is designated as the third line.

3. The method as described in claim 1 or 2, characterized in that, The determination of the impact value of adding the first stop as a stop in each of the third routes on the existing bus routes includes: By adding the first station as a stop to each of the aforementioned third routes, a fifth route is obtained; Determine the Manhattan distance between each of the fifth lines and the first line; The Manhattan distance is used as the corresponding impact value of the fifth route on the existing bus routes.

4. The method as described in claim 3, characterized in that, The step of determining the target route from each of the third routes based on the influence value includes: Determine whether there is a fifth line whose influence value is less than a preset influence value threshold; If there is a fifth line whose influence value is less than a preset influence value threshold, then a target fifth line is determined from the fifth lines whose influence value is less than the preset influence value threshold. The third line corresponding to the fifth target line is taken as the target line.

5. The method as described in claim 4, characterized in that, Determining the target fifth line from the fifth lines whose influence values ​​are less than a preset influence value threshold includes: Among the fifth lines whose influence values ​​are less than a preset influence value threshold, the fifth line with the smallest influence value is selected as the target fifth line.

6. The method as described in claim 1, characterized in that, After obtaining the first bus route that passes through the first and second stops in the existing bus routes, the method further includes: Determine whether to adjust the stops on the existing bus routes.

7. The method as described in claim 6, characterized in that, The process of determining whether to adjust the stops on the existing bus routes includes: When the number of stops along the first route is less than or equal to the first threshold, it is determined that the stops of the existing bus route will not be adjusted. When the number of stops along the first route exceeds the first threshold, it is determined that the stops of the existing bus route will be adjusted.

8. The method as described in claim 6, characterized in that, The process of determining whether to adjust the stops on the existing bus routes includes: Obtain the passenger flow of the first station and the second station during a preset time period; If the passenger flow is less than or equal to the second threshold, then it is determined that the stops of the existing bus routes will not be adjusted. If the passenger flow is greater than the second threshold, then it is determined that the stops of the existing bus routes will be adjusted.

9. A device for adjusting bus route stops, characterized in that, include: The first route acquisition module is used to acquire the first route among the existing bus routes that passes through the first stop and the second stop. The third station determination module is used to determine at least one third station, wherein the distance between the third station and the first station is less than a preset distance threshold; The second route determination module is used to determine at least one second route that passes through the second station and each of the third stations; The third route determination module is used to determine at least one third route from the second routes. The third route is a bus route that, if the first station is added as a stop, passes through fewer stops from the first station to the second station via the third route than passes through the first station to the second station via the first route. The impact value determination module is used to determine the impact value on the existing bus routes after adding the first station as a stop in each of the third routes. A target route determination module is used to determine a target route from at least one of the third routes based on the influence value; An adjustment module is used to add the first station as a stop on the target route.

10. A computer 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 computer program, it implements the method as described in any one of claims 1-8.

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