A three-dimensional traffic hub bus yard dispatching integrated service method and server

Abstract

An integrated service method and server for bus depot scheduling in a multi-level transportation hub, relating to the field of intelligent transportation technology, is disclosed. The method includes: predicting the estimated departure time of parking spaces; determining the expected departure time and latest departure time of multiple buses; performing a first algorithm planning to obtain a bus entry scheme; combining multiple expected departure times to determine the total departure time period; dividing the total departure time period into stages according to preset unit time to obtain multiple departure time units and corresponding estimated departure numbers; performing a second algorithm planning to obtain a bus departure scheme; and sending the bus entry scheme and bus departure scheme to multiple bus companies for scheduling and arrangement services for multiple buses. Implementing this method, through rational planning of bus spatial locations and precise time control, achieves integrated intelligent scheduling of buses within the bus depot, avoiding queuing congestion and significantly improving bus scheduling efficiency.

Description

Technical Field

[0001] This application relates to the field of intelligent transportation technology, and in particular to an integrated service method and server for scheduling bus depots in three-dimensional transportation hubs. Background Technology

[0002] With the rapid development of urban public transportation in my country, the scale of buses has continued to expand, making bus parking and dispatching a problem that needs to be solved in major and medium-sized cities. To address this, some large cities have begun constructing multi-level, multi-level parking garages for buses, also known as multi-level transportation hubs or bus depots. These bus depots, also called bus stations or integrated parking lots, can provide greater bus parking capacity and effectively utilize space resources.

[0003] For bus depots in multi-level transportation hubs, there is currently no mature automated dispatching solution. The dispatching approach of relevant solutions is still mainly based on traditional manual command, which involves manually monitoring traffic flow and planning the release of buses. There is currently a lack of proactive control and optimization of the bus dispatching process.

[0004] Related bus dispatching schemes for multi-level transportation hubs often encounter serious bus queuing and weaving problems during the morning rush hour when buses are concentrated in and out of the hubs. This is due to the multi-level nature of the hubs and the large number of departures, resulting in low bus dispatching efficiency. Summary of the Invention

[0005] This application provides an integrated service method and server for bus depot scheduling in a multi-level transportation hub. By statistically analyzing the location of each parking space within the bus depot and predicting its exit time, as well as collecting bus departure information, an algorithm is used to schedule buses entering the depot based on constraints of departure and exit times. Simultaneously, exit flow limits are established based on departure time periods, and the algorithm is used again to schedule exit times. Through rational planning of bus spatial locations and precise time control, integrated intelligent scheduling of buses within the depot is achieved, avoiding queuing congestion and significantly improving bus scheduling efficiency.

[0006] Firstly, this application provides an integrated service method for bus depot scheduling in a multi-level transportation hub, applied to a server. The method includes: statistically analyzing the floors and locations of multiple parking spaces in the bus depot, and predicting the estimated departure time of each parking space based on historical bus departure time data; determining the expected departure time and latest departure time of multiple buses based on bus departure information submitted by multiple bus companies; and performing a first algorithm planning based on a first constraint condition including the expected departure time, latest departure time, and predicted departure time to obtain a bus entry scheme. The first constraint condition includes arranging buses belonging to different bus routes with expected departure times below a preset threshold on different floors, and the expected departure time being lower than a preset threshold. The predicted total departure time is less than or equal to the latest departure time. The total departure time period is determined by combining multiple expected departure times. The total departure time period is divided into stages according to preset unit time, resulting in multiple departure time units and corresponding estimated departure numbers. A second algorithm is used to plan the bus departure scheme based on a second constraint condition that includes departure flow limits, departure time units, and estimated departure numbers. The second constraint condition includes that within a single departure time unit, the estimated departure number is less than or equal to the departure flow limit. The departure flow limit is positively correlated with the preset release frequency of the bus depot's gates. The bus entry scheme and bus departure scheme are sent to multiple bus companies for scheduling and service of multiple buses.

[0007] In the above embodiments, the server collects bus departure time information by statistically analyzing the location information of each parking space in the bus depot and predicting the exit time for each parking space. Based on the constraints of departure time and predicted exit time, a first algorithm is used to actively plan the bus entry scheme, allocating buses of different routes to different floors while taking into account exit time requirements, thus achieving optimized scheduling of the entry scheme. Simultaneously, the method also divides the total departure time period, determines the number of departures in each time period, and uses a second algorithm to plan the exit scheme based on constraints such as exit flow limits, controlling the number of buses released in each time period to avoid concentrated queuing and congestion. By integrating the spatial layout and temporal flow of buses, intelligent scheduling of the entire bus depot is achieved, significantly improving bus scheduling efficiency and providing bus companies with an automated and refined bus scheduling solution. This effectively solves the problem that current depot scheduling is still mainly manual, realizing intelligent bus scheduling.

[0008] In conjunction with some embodiments of the first aspect, in some embodiments, a second algorithm is used to plan a bus departure scheme based on a second constraint including an exit flow limit, departure time units, and an estimated number of departures. Specifically, this includes: verifying and adjusting the estimated number of departures for multiple departure time units in ascending order; after completing the verification and adjustment of multiple departure time units, generating a bus departure scheme including departure time units and adjusted coordinated departure numbers; the verification and adjustment includes: determining whether the estimated number of departures within the first departure time unit is less than or equal to the exit flow limit; if so, proceeding to the second departure unit... Verification and adjustment of the departure time unit; the second departure time unit is earlier than the first departure time unit; if not, determine the additional traffic flow where the estimated number of departures exceeds the exit flow limit; sort the buses in the first and second departure time units according to their expected departure times from morning to night to obtain the first bus queue and the second bus queue respectively; sequentially extract the buses with the additional traffic flow in the first bus queue as transfer buses and insert them sequentially into the last column of the second bus queue; adjust the expected departure time of the transfer buses to the second departure time unit; enter the verification and adjustment of the second departure time unit.

[0009] In the above embodiment, the server extended the second algorithm planning process by verifying and adjusting each departure time unit in ascending order. If the number of departures exceeds the exit flow limit, the extra traffic flow is moved to the next time unit until all time units are adjusted, generating the final exit plan. This scheme further optimizes the exit plan through coordination between time units, achieving a balance in traffic flow between different time units. It considers both departure time requirements and keeps the number of buses exiting each time unit within the system's capacity, avoiding concentrated queuing and congestion, and improving the smoothness of the exit process.

[0010] In conjunction with some embodiments of the first aspect, in some embodiments, after the step of performing a second algorithm planning based on a second constraint including outbound flow limit, departure time unit and estimated departure number to obtain a bus departure plan, the method further includes: real-time monitoring of bus waiting-to-pass data at the bus depot gates within the departure time unit; opening a reserve gate when the bus waiting-to-pass data exceeds a preset smoothness threshold; and adjusting the departure number within the departure time unit in the bus departure plan.

[0011] In the above embodiment, based on the planning of the first and second algorithms, the server further monitors the bus queuing data at the depot gate in real time. When the bus backlog is detected to exceed the threshold, the server opens the reserve gate to release the flow and adjusts the exit plan accordingly. This achieves dynamic control of the exit process, which can be adjusted according to the actual traffic flow to ensure that the exit flow is controlled within the range that the system can bear, avoid large-scale bus queuing backlog, and further improve the dynamic response capability of the system.

[0012] In conjunction with some embodiments of the first aspect, in some embodiments, after sending the bus entry plan and bus departure plan to multiple bus companies to schedule and arrange services for multiple buses, the method further includes: establishing a departure database to record the actual departure time and corresponding actual exit time of buses at parking spaces; statistically analyzing the actual departure time and actual exit time at parking spaces, and correcting the predicted exit time of parking spaces.

[0013] In the above embodiment, the server also establishes a departure database to record the actual departure time and exit time of buses at each parking space, and statistically analyzes this data to correct the predicted exit time for each parking space. This closed-loop prediction model is continuously iterated and optimized, which can make the exit time prediction more accurate and reliable, which is conducive to further improving the bus entry scheduling effect, making the results of the first algorithm planning more consistent with the actual situation, thereby continuously improving the scheduling performance of the entire system.

[0014] In conjunction with some embodiments of the first aspect, in some embodiments, after sending the bus entry plan and bus departure plan to multiple bus companies to schedule and arrange services for multiple buses, the method further includes: displaying a parking lot status diagram including parking lot floor and parking space information; the parking space information includes bus parking status, bus information, and departure time information; and in response to the user's click on the parking space control in the parking lot status diagram, displaying the monitoring image information of the corresponding parking space.

[0015] In the above embodiments, the server also provides an image display of the parking lot status diagram and can respond to clicks on parking space controls to display the monitoring image of that parking space, realizing real-time monitoring of parking spaces. This allows dispatchers to intuitively grasp the specific status of each parking space in the parking lot for viewing and supervision, and also provides image support for subsequent parking space anomaly detection, improving the system's visual monitoring capabilities.

[0016] In conjunction with some embodiments of the first aspect, in some embodiments, after displaying a parking lot status diagram including parking lot floor and parking space information, the method further includes: performing image monitoring on the parking spaces to obtain parking space image information; updating the parking lot status diagram when analyzing the parking space image information and determining that a preset action including parking, charging, or departure occurs in the parking space; and sending a warning message of abnormal bus occupancy to the broadcast terminal when analyzing the parking space image information and determining that the license plate number of the parked bus is inconsistent with the preset bus license plate number.

[0017] In the above embodiments, the server, based on displaying the parking lot status map, further monitors the status changes of each parking space through image analysis, such as parking, charging, and departure, and updates the parking lot status map accordingly. It can also detect the license plate information of buses occupying parking spaces and send alerts when anomalies occur. This further enhances the intelligent monitoring of parking space status, enabling rapid detection and response to abnormal parking situations, ensuring parking lot scheduling order, and improving parking lot management.

[0018] In conjunction with some embodiments of the first aspect, in some embodiments, after the step of image monitoring of parking spaces to obtain parking space image information, the method further includes: at a preset settlement time point, determining whether the buses of the target bus company have finished stopping service based on the parking space image information of multiple target parking spaces of the target bus company; if yes, pushing a notification message indicating that the buses have finished stopping service to the target bus company; if no, sending the parking space information of the parking spaces that are in an vacant state among the multiple target parking spaces to the target bus company.

[0019] In the above embodiment, based on the monitoring of parking space images, the server further checks the target company's parking spaces at preset time points to see if parking has been completed. If parking has not been completed, the server sends feedback on available parking spaces to the company. This function extends to the company level, reminding them to expedite parking and intelligently pushing available parking space information to guide parking, thereby improving the company's own scheduling efficiency and further enhancing parking lot services, providing companies with more considerate and convenient parking services.

[0020] Secondly, this application provides a server comprising: a departure prediction module, used to statistically analyze the floors and locations of multiple parking spaces in a bus depot and predict the predicted departure time of the parking spaces by combining historical departure time data of buses; an expectation confirmation module, used to determine the expected departure time and latest departure time of multiple buses by combining bus departure information submitted by multiple bus companies; and an entry scheme module, used to perform a first algorithm planning based on a first constraint including the expected departure time, the latest departure time, and the predicted departure time to obtain a bus entry scheme; the first constraint includes arranging buses belonging to different bus routes with expected departure times lower than a preset threshold on different floors, and the sum of the expected departure time and the predicted departure time being less than or equal to the latest departure time. The system includes several modules: a late departure time module; a time confirmation module to determine the total departure time period by combining multiple expected departure times; a time division module to divide the total departure time period into stages according to preset unit time, resulting in multiple departure time units and corresponding estimated departure numbers; a departure plan module to perform a second algorithm planning based on a second constraint including departure flow limit, departure time units, and estimated departure numbers, to obtain a bus departure plan; the second constraint includes that within a single departure time unit, the estimated departure number is less than or equal to the departure flow limit; the departure flow limit is positively correlated with the preset release frequency of the bus depot gates; and a plan push module to send the bus entry plan and bus departure plan to multiple bus companies for scheduling and arranging services for multiple buses.

[0021] Thirdly, embodiments of this application provide a server comprising: one or more processors and a memory; the memory is coupled to the one or more processors, the memory being used to store computer program code, the computer program code including computer instructions, and the one or more processors invoking the computer instructions to cause the server to perform the method described in the first aspect and any possible implementation thereof.

[0022] Fourthly, embodiments of this application provide a computer program product containing instructions that, when the computer program product is run on a server, cause the server to perform the method described in the first aspect and any possible implementation thereof.

[0023] Fifthly, embodiments of this application provide a computer-readable storage medium including instructions that, when executed on a server, cause the server to perform the method described in the first aspect and any possible implementation thereof.

[0024] Understandably, the servers provided in the second and third aspects, the computer program product provided in the fourth aspect, and the computer storage medium provided in the fifth aspect are all used to execute the methods provided in the embodiments of this application. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods, and will not be repeated here.

[0025] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages: 1. By statistically analyzing the specific locations of each parking space in the bus depot and predicting the exit time, as well as collecting bus departure time information, and based on the constraints of departure and exit times, the first algorithm is used to plan the bus entry scheme. This allocates buses from different routes to different floors while taking into account exit time requirements. Therefore, it achieves proactive and planned bus entry scheduling, effectively solving the problems of lack of proactive scheduling control for bus entry, random bus entry locations, and disorganized bus routes in existing technologies. This optimizes the bus entry scheme, making the distribution of buses from different routes more reasonable and taking into account exit time requirements, thus laying a good foundation for subsequent exit scheduling.

[0026] 2. By verifying and adjusting the departure time units one by one in order from late to early, if the number of departures exceeds the exit flow limit, the extra traffic flow is moved to the next time unit until all time units are adjusted and an exit plan is generated. Therefore, the traffic flow between different time units is coordinated, which effectively solves the problem of lack of coordination between time units and uneven distribution of traffic flow in the existing technology, which easily causes concentrated congestion and queuing of buses in certain time periods. This achieves stable control of exit traffic flow, keeping the number of buses exiting the gate within the system's capacity at different times and avoiding congestion.

[0027] 3. By employing image monitoring of parking spaces, the system analyzes and monitors changes in parking space status, such as parking, charging, and departure, and updates the parking lot status map. It also detects the license plate information of buses occupying parking spaces and sends alerts when anomalies occur. Therefore, it achieves intelligent monitoring of parking space status, effectively solving the problem of existing technologies being unable to effectively monitor and respond to parking spaces in real time. This enables full monitoring of the parking space usage process, allowing for rapid detection and response to abnormal parking situations, and ensuring the order of parking lot scheduling. Attached Figure Description

[0028] Figure 1 This is a flowchart illustrating an integrated service method for scheduling bus depots in a multi-level transportation hub, as described in this application. Figure 2 This is another flowchart illustrating the integrated service method for scheduling bus depots in a multi-level transportation hub, as described in this application. Figure 3 This is a schematic diagram of a functional module structure of the server in an embodiment of this application; Figure 4 This is a schematic diagram of the physical device structure of a server in an embodiment of this application. Detailed Implementation

[0029] The terminology used in the following embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification of this application, the singular expressions “a,” “an,” “the,” “the,” and “this” are intended to include the plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this application refers to any or all possible combinations including one or more of the listed items.

[0030] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0031] To facilitate understanding, the application scenarios of the embodiments of this application are described below.

[0032] XX City is one of my country's four municipalities directly under the central government. In recent years, it has experienced rapid development in all aspects, and its population has continued to grow, projected to reach 18 million by 2025. To meet the increasing travel demand, XX City plans to build 1,200 bus routes and 40,000 buses by 2025, achieving a public transport share of over 60%. Currently, the central urban area of ​​XX City has a comprehensive multi-level bus terminal called "Sun Bay," with a building area of ​​50,000 square meters and providing 2,000 parking spaces.

[0033] Every morning, this bus depot needs to process nearly 1,200 buses departing and entering service within an hour. However, the traditional manual dispatching method severely impacts efficiency, with buses often queuing for tens of minutes before leaving the depot, frequently resulting in large-scale and severe congestion, seriously affecting the normal operation of the public transportation system. Therefore, there is an urgent need to adopt an automated bus dispatching system to achieve intelligent scheduling of buses within the depot, ensuring that buses can leave the depot quickly and orderly in the morning.

[0034] In related technologies, bus scheduling can be achieved by manually directing buses to enter and exit the depot. The following describes a scenario using an integrated service method for bus depot scheduling in a multi-level transportation hub, based on related technologies.

[0035] To address the aforementioned issues, this bus depot has implemented RFID identification equipment at its entrance and adopted a simple, even distribution method for scheduling. This allows buses entering the depot to be allocated to various parking spaces more evenly, thus alleviating congestion to some extent.

[0036] However, this method does not consider the specific dispatch needs of each bus, and still cannot perform differentiated scheduling based on departure time requirements, resulting in the departure times of some buses being affected. Furthermore, it lacks proactive centralized planning for buses, and the distribution of buses on different routes remains relatively random, failing to create a layout conducive to bus departures. Additionally, during peak departure times, simple average distribution cannot effectively prevent concentrated bus queues and congestion. Overall, this method cannot meet the requirements for refined bus scheduling.

[0037] The integrated service method for bus depot scheduling in multi-level transportation hubs, as described in this application, achieves intelligent bus scheduling by actively controlling the spatial layout and temporal flow of buses. This not only enables bus scheduling but also avoids severe bus queuing and weaving problems, thus improving scheduling efficiency. The following describes a scenario where the integrated service method for bus depot scheduling in multi-level transportation hubs is used.

[0038] To address the aforementioned issues, this bus depot adopted the integrated service method for bus depot scheduling in the three-dimensional transportation hub proposed in this solution. First, based on the departure time information submitted by the bus company and combined with the predicted exit time, the bus planning is allocated to different parking levels using the inbound scheduling algorithm. Buses of the same route are parked in adjacent parking spaces, while buses of different routes are parked in different areas to meet the departure time requirements of each bus.

[0039] Meanwhile, based on traffic flow predictions for different time periods during peak departure times, an exit scheduling algorithm is used to set the upper limit for buses exiting the depot for each time period, avoiding concentrated bus congestion. Through rational spatial planning and time-based flow control, this solution achieves refined and intelligent scheduling of buses within the depot, ensuring that buses can be dispatched quickly and orderly from the depot to the road during the morning peak hours, significantly improving the depot's utilization efficiency.

[0040] It is evident that the integrated service method for bus depot scheduling in the three-dimensional transportation hub of this application can not only realize bus scheduling, but also effectively solve the problem of bus queuing and congestion that exists in traditional manual scheduling, thereby realizing the intelligent and efficient scheduling of buses.

[0041] To facilitate understanding, the method provided in this implementation will be described in detail below, using the above scenario as an example. Please refer to [link / reference]. Figure 1 This is a flowchart illustrating an integrated service method for scheduling bus depots in a multi-level transportation hub, as described in this application.

[0042] S101. Statistically analyze the floor and location of multiple parking spaces in the bus depot, and combine this with historical bus departure time data to predict the predicted exit time of the parking spaces.

[0043] The server first collects the exact location of all parking spaces within the bus depot, including their floor number and floor number, establishing a mapping between parking space numbers and floor locations. For example, 1-101 represents parking space 101 in building 1. The server also collects historical departure time data for buses that have previously stopped at each parking space. Based on this extensive historical data, it statistically analyzes the average departure time and variance of departure times for each parking space. Then, combining this data with the parking space location information, it builds a prediction model for the departure time of each parking space, predicting the future departure time of buses at each parking space—that is, the time from when a bus departs from the parking space to when it exits the depot gate.

[0044] S102. Based on the bus departure information submitted by multiple bus companies, determine the expected departure time and latest departure time of multiple buses.

[0045] The server will require each bus company in the bus depot to submit bus departure information in advance for the next day's workday bus departure plan. This information includes each vehicle's license plate number, the company it belongs to, the bus route it belongs to, and the planned departure time for the next day.

[0046] The server collects and organizes all bus departure plans submitted by companies, establishes a correspondence between license plate numbers and departure times, and determines the expected departure time for each bus the following day. Simultaneously, the server calculates a latest departure time for each bus, which is the latest time it must leave the depot gate to arrive at the designated starting station on time.

[0047] S103. Based on the first constraint conditions including the expected departure time, the latest exit time, and the predicted exit time, the first algorithm is used to plan the bus entry scheme.

[0048] The server will use the first algorithm to calculate a bus entry plan based on information such as the expected departure time of each bus, the calculated latest exit time, and the predicted exit time of each parking space, as well as constraints such as the inability of departure times to conflict. This plan determines which parking space each bus should be dispatched to the next day.

[0049] The first algorithm optimizes parking space utilization. Buses on the same route are grouped together in adjacent parking spaces; buses on different routes with similar departure times are assigned to different areas or floors, ensuring that buses depart from different floors within the parking lot at the same time, thus preventing congestion and queuing on any particular floor. Simultaneously, it considers the need for buses to arrive at the starting station on time, ensuring that the sum of the departure time and the predicted exit time does not exceed the latest exit time.

[0050] Specifically, in one implementation of the first algorithm, the server first collects the departure schedules of all buses for the next day and categorizes them according to their respective bus routes. Buses belonging to the same route are placed into a set, resulting in several sets of buses from different routes. Then, each route set is iterated over, and all buses on that route are sorted from morning to evening according to their departure time. While iterating through the buses on each route, each time a bus is selected, the server looks up its expected departure time and calculates its latest departure time. Based on the latest departure time, all available parking spaces that meet the bus's departure time requirement are identified. Among these available parking spaces, those adjacent to buses already scheduled for that route and on the same floor are given priority. If there are no adjacent spaces on the same floor, locations on other floors with adjacent spaces are selected. If there are no adjacent spaces on any floor, the most evenly distributed spaces that avoid congestion are selected. Following these rules, each bus is assigned to a suitable parking space. After traversing all buses on all routes, an optimized bus entry plan can be obtained. Buses on the same route are centrally planned in adjacent parking spaces, while buses on different routes are dispersed to different floors or areas. This not only takes into account departure time requirements but also achieves reasonable space planning, laying a good foundation for gate departure scheduling.

[0051] S104. Combine multiple expected departure times to determine the total departure time period.

[0052] The server collects the expected departure times for all buses the following day, statistically analyzes these discrete departure times, and determines an overall departure time period, such as 5:00 AM to 9:00 AM for the early morning departures. By determining the total departure time period, the departure demand of all buses throughout the day can be concentrated into a single time frame, facilitating subsequent gate departure time planning.

[0053] S105. Divide the total departure time period into stages according to the preset unit time to obtain multiple departure time units and the corresponding estimated number of departures.

[0054] The server divides the total departure time period, calculated at regular intervals (e.g., 10 minutes), into multiple 10-minute time units. For example, 5:00-5:10 is the first time unit, 5:10-5:20 is the second, and so on. Then, it can calculate the number of buses scheduled to depart within each time unit, thus obtaining the estimated number of departures for each time unit.

[0055] S106. Based on the second constraint conditions, which include the gate exit flow limit, departure time unit, and estimated departure number, the second algorithm is used to plan the bus departure scheme.

[0056] After determining the departure time units and the expected number of departures in each unit, the server considers the flow control capacity of the exit gates to ensure that the number of departures in each time unit does not exceed the maximum exit capacity. Specifically, the server pre-determines the maximum throughput frequency of the exit gates without congestion based on past statistics, i.e., the number of buses that can be released per minute, as the exit flow control parameter. Then, the server calls a second algorithm to calculate and ultimately generate a scheduling-optimized bus departure plan, ensuring a smooth departure volume in each time unit and avoiding congestion.

[0057] S107. Send the bus entry plan and bus departure plan to multiple bus companies to provide dispatch and arrangement services for multiple buses.

[0058] After the server generates the bus entry and exit plans using the first and second algorithms respectively, it will send the calculation results of these two plans to all bus companies in the bus depot in real time through the depot's internal information release system.

[0059] Each bus company, based on the parking space numbers and corresponding departure time units of all its buses, arranges the parking locations and departure times for the following day, ensuring that buses can leave their designated parking spaces at the specified times to provide service. Through proactive scheduling by the server and coordinated execution by the bus companies, buses can quickly and orderly depart and get on the road even in complex environments.

[0060] In the above embodiment, the server uses the first and second algorithms to plan the bus entry and exit routes, enabling proactive scheduling of buses within the bus depot and preventing disorderly queuing and chaos. In practical applications, after the basic bus scheduling scheme is implemented, functions such as reserve gates, parking space monitoring, and bus closure management can be further set up to achieve services such as dynamic scheduling, parking space monitoring, and bus closure reminders, thereby comprehensively improving the management level of the bus depot.

[0061] The following provides supplementary information regarding the scenario in this embodiment.

[0062] Based on the basic plan, a reserve gate and a traffic flow monitoring device can be set up. When bus congestion is detected, the reserve gate can be opened quickly to release the flow, and the outbound volume in subsequent time periods can be adjusted accordingly to achieve dynamic scheduling.

[0063] Furthermore, by installing cameras and using image recognition technology, parking space usage can be monitored in real time. When abnormal bus occupancy is detected, an alarm can be quickly triggered or a broadcast can be broadcast to notify the driver. The parking lot can also provide bus companies with a closed-loop bus return management service, counting buses that have not returned before the scheduled time and reminding the company to return the buses as soon as possible, and pushing information on available parking spaces in the parking lot to assist in bus return. Through further functional expansion, this solution can be developed into an intelligent parking lot solution that provides bus dispatching, site management, and value-added services, significantly improving the management level and service quality of the parking lot.

[0064] In light of the above scenarios, the method provided in this implementation will now be described in more detail. Please refer to [link / reference]. Figure 2 This is another flowchart illustrating the integrated service method for scheduling bus depots in a multi-level transportation hub, as described in this application.

[0065] S201. Statistically analyze the floor and location of multiple parking spaces in the bus depot, and combine this with historical bus departure time data to predict the predicted exit time of the parking spaces.

[0066] Referring to step S101, the server will combine the bus's location and historical departure time data to determine the predicted exit time of the parking space.

[0067] S202. Based on the bus departure information submitted by multiple bus companies, determine the expected departure time and latest departure time of multiple buses.

[0068] Referring to step S102, the server will determine the expected departure time and the latest exit time of the bus.

[0069] S203. Based on the first constraint conditions including the expected departure time, the latest exit time, and the predicted exit time, the first algorithm is used to plan the bus entry scheme.

[0070] Referring to step S103, the server will plan the bus parking scheme for bus placement.

[0071] S204. Combine multiple expected departure times to determine the total departure time period.

[0072] Referring to step S104, the server will determine the total time period for departure.

[0073] S205. Divide the total departure time period into stages according to the preset unit time to obtain multiple departure time units and the corresponding estimated number of departures.

[0074] Referring to step S105, the server will divide the total time period.

[0075] S206. Verify and adjust the estimated number of departures for multiple departure time units in order from late to early.

[0076] After obtaining the estimated number of buses for each departure time slot, the server will verify and adjust the number of buses for each time slot, starting from the latest departure time slot. For example, if there are two departure time slots, 8:00-8:10 and 8:10-8:20, the server will first check whether the estimated number of buses for the 8:10-8:20 time slot exceeds the outbound flow limit. If it does not exceed the limit, no adjustment is needed, and the server will proceed directly to the next time slot, 8:00-8:10. If the number of buses for 8:10-8:20 exceeds the limit, the server will calculate the excess buses and move them to the 8:00-8:10 time slot. Then, it will continue to check whether the number of buses for the 8:00-8:10 slot exceeds the limit. If it still exceeds the limit, the servers will continue to move the buses to the next slot after that, until the number of buses for each time slot meets the outbound flow limit.

[0077] It should be noted that in this application document, since multiple departure time units are arranged in reverse order from late to early, the "next" and "next after" mentioned in this document do not refer to the time being pushed forward, but rather to the time being moved forward based on the reverse order. That is, the "next" of the time unit 8:10-8:20 is 8:00-8:10.

[0078] In some embodiments, the specific verification and adjustment rules are as follows: First, determine whether the estimated number of departures within the first departure time unit is less than or equal to the outbound flow limit; if so, proceed to the verification and adjustment for the second departure time unit; the second departure time unit is earlier than the first departure time unit; if not, determine the additional traffic flow exceeding the outbound flow limit for the estimated number of departures; sort the buses in the first and second departure time units according to their expected departure times from early to late to obtain the first bus queue and the second bus queue respectively; sequentially extract the buses with the additional traffic flow from the first bus queue as transfer buses and insert them sequentially into the last column of the second bus queue; adjust the expected departure time of the transfer buses to the second departure time unit; proceed to the verification and adjustment for the second departure time unit.

[0079] Specifically, the server first verifies the latest departure time unit (e.g., 8:50-9:00) to determine whether the expected number of departures in that time unit exceeds the outbound flow limit. If it does not exceed the limit, it means that the number of departures in this unit is reasonable and no adjustment is needed. The server then directly moves on to the next earlier departure time unit (e.g., 8:40-8:50) to continue verification.

[0080] If the number of buses departing in the latest time unit (8:50-9:00) exceeds the outbound flow limit, adjustments are required. The server first calculates the number of buses exceeding the limit (the extra buses). Then, it sorts all buses in that time unit (8:50-9:00) and the previous time unit (8:40-8:50) by departure time, forming a first queue and a second queue. The server sequentially retrieves the extra buses from the first queue (8:50-9:00), treating them as transfer buses and inserting them at the end of the second queue (8:40-8:50). The departure times of these transfer buses are then adjusted to fit within the second time unit (8:40-8:50). After the transfer operation, the server verifies and adjusts the second time unit, repeating the process until the departure volume in all units meets the limit.

[0081] By coordinating bus transfers and departure times between departure time units, the departure volume of each unit can gradually meet the exit flow restriction requirements, optimize the exit distribution of buses at different times, and effectively prevent congestion caused by excessive bus volume in a certain unit.

[0082] S207. After completing the verification and adjustment of multiple departure time units, a bus departure plan is generated, including the departure time units and the adjusted coordinated departure number.

[0083] After the server has completed the verification and adjustment of the departure numbers for all departure time units in sequence, a coordinated departure plan is obtained. This departure plan will indicate the departure time range corresponding to each time period, as well as the adjusted actual departure number within that time range.

[0084] Because of the coordination between different time slots, ensuring that the number of buses departing in each time slot does not exceed the exit flow limit, the entire departure plan is coordinated and optimized. This effectively avoids concentrated congestion on buses and ensures smooth traffic flow at the depot exit. Finally, the server sends this optimized departure plan to the bus company to guide bus departure arrangements.

[0085] In some embodiments, after obtaining the plan, the server will also monitor the bus waiting data at the gates of the bus depot in real time within the departure time unit; when the bus waiting data exceeds the preset smooth threshold, the reserve gate will be opened; and the number of buses departing within the departure time unit in the bus departure plan will be adjusted.

[0086] Specifically, the server will install sensors and other equipment at the depot exit to monitor the number of buses waiting to pass through the gate in real time within each departure time unit, i.e., the bus waiting-to-pass data. The server will pre-set a threshold for bus waiting to pass through the gate to indicate the bus congestion status; for example, if more than four buses are waiting to pass through the gate, congestion is considered to have occurred. When the monitored bus waiting-to-pass data exceeds this preset threshold within a certain departure time unit, it indicates that bus congestion has occurred. The server will respond quickly, sending an instruction to the depot management to open the pre-set backup gates to release buses. This can alleviate some of the congested traffic and reduce bus backlog.

[0087] At the same time, the server will correspondingly readjust the number of departures in that departure time unit and subsequent time units. For example, it may reduce the number of departures in that departure time unit and appropriately transfer the reduced buses to later time units for a smooth adjustment. In this way, the number of departures in each time unit can be dynamically adjusted according to real-time traffic flow, ensuring that the bus exit flow is controlled within a reasonable range, avoiding both severe congestion and wasted resources.

[0088] Through dynamic monitoring and adjustment, the server has achieved closed-loop management of the bus departure process, which can flexibly respond to actual situations, ensure the smooth implementation of departure plans, avoid large-scale bus congestion, and improve the intelligence level of the depot departure process.

[0089] S208. Send the bus entry plan and bus departure plan to multiple bus companies to provide dispatch and arrangement services for multiple buses.

[0090] Referring to step S107, the server will send the plan to the bus company.

[0091] In some embodiments, the server also establishes a departure database to record the actual departure time of buses at parking spaces and the corresponding actual exit time; it statistically analyzes the actual departure time and actual exit time at parking spaces to correct the predicted exit time of parking spaces.

[0092] Specifically, the database independently records the actual departure time and corresponding exit time of the bus for each parking space. The actual departure time refers to the moment the bus begins to leave the parking space, and the actual exit time refers to the moment the bus exits the bus depot. This data can be obtained through the depot's internal monitoring system.

[0093] The server continuously analyzes the actual bus departure data in the departure database. Taking a specific parking space as an example, it can calculate the average preparation time for buses departing from that parking space over a period of time, as well as the average time from preparation to departure. This is then compared with the current predicted departure time for that parking space. If the deviation is too large, the predicted departure time for that parking space needs to be adjusted to make the prediction result closer to the actual situation.

[0094] By establishing a closed-loop system for recording departure data and iterating predictive models, the server can generate more accurate and reliable predictions of departure times for each parking space, which can then be used to plan future parking lot entry schedules. Continuous optimization of the prediction results will improve the effectiveness of the first-stage parking lot entry plan, resulting in higher scheduling efficiency for the entire system.

[0095] S209. Displays a parking lot status diagram including parking lot floors and parking space information.

[0096] After the server completes the bus dispatching plan, it displays a graphical interface of the bus depot status on the management terminal to allow dispatchers to monitor the real-time status and location information of buses within the depot. This status map is displayed in a three-dimensional layout of the depot, including each floor, and each floor shows the location of all parking spaces within that floor. The graphical interface for each parking space displays key status information, such as whether the space is currently vacant. If a bus is parked there, it displays the bus's specific information, such as its license plate number, and its status at that space, such as whether it is charging or preparing to depart. Through the dynamic display of the entire status map, dispatchers can gain a comprehensive and intuitive understanding of the usage of each parking space and the status information of the buses in the depot.

[0097] In some embodiments, the server may also respond to a user's click on a parking space control in the parking lot status diagram by displaying the monitoring image information of the corresponding parking space.

[0098] Specifically, the parking lot status map graphically displays the location layout and key status information of each parking space. The server places an interactive parking space control icon at each parking space location. When dispatchers need to view the specific status of a parking space, they can directly touch or click the corresponding parking space control on the parking lot status map interface.

[0099] The server will respond to the click, automatically accessing the surveillance camera of the corresponding parking space to capture real-time video images, and displaying the surveillance video window for that parking space on the current interface. Dispatchers can then visually view the specific situation of the parking space through the surveillance video, such as the type of bus and whether there is any abnormal bus occupancy.

[0100] This interactive monitoring display method allows dispatchers to quickly and easily obtain real-time images of any parking space, assisting in monitoring parking space usage and bus status, identifying problems, and responding promptly. Compared to the traditional method of manually searching for monitoring screens, this operation method greatly improves management efficiency. It also transforms the parking lot status diagram interface into an integrated dispatch management platform.

[0101] S210. Perform image monitoring on the parking space to obtain parking space image information.

[0102] To monitor the real-time status of each parking space, the server performs image monitoring on all parking spaces within the parking lot. For example, cameras can be installed in each parking space to acquire video images in real time. Then, through image analysis, such as using image recognition technology, key information can be identified, such as the presence of a bus, the type, color, and license plate number of the bus, to obtain image information describing the parking space's status. The acquired parking space image information can be compared and filtered with bus entry and exit records to monitor parking space usage and prevent anomalies.

[0103] In some embodiments, after obtaining the parking space image information, the server will also determine whether the buses of the target bus company have finished stopping at a preset settlement time point based on the parking space image information of multiple target parking spaces of the target bus company; if yes, a notification message indicating that stopping has been completed will be pushed to the target bus company; if no, the parking space information of the parking spaces that are in an vacant state among the multiple target parking spaces will be sent to the target bus company.

[0104] Specifically, the server records the exclusive parking space range for each company, i.e., multiple target parking spaces. At the preset settlement time each day, such as 10 PM, the server automatically determines the parking status of the target company's multiple target parking spaces. By analyzing the parking space image information, it determines whether the company's buses are parked in these target parking spaces, i.e., whether the company has finished parking.

[0105] If the server determines that the company has completed its bus closure and all buses have returned to their designated parking positions, it will send a notification to the company confirming that the day's closure work is finished. However, if the server determines that there are still target parking spaces that are not occupied by the company's buses, it means that the closure is not yet complete. The server will then send the specific location information of these vacant parking spaces to the company, reminding them to return the remaining buses to their corresponding parking spaces as soon as possible to complete the closure work and avoid affecting the next day's departure service.

[0106] In this way, by monitoring and analyzing images of company-owned parking spaces, the server can supervise and prompt companies regarding the arrival and departure of buses, intelligently assisting them in completing the timely departure of all buses and preventing errors such as buses leaving before being returned, thus improving the precision of bus management. It also strengthens information interaction between parking lot management and companies, achieving an intelligent upgrade of parking lot services.

[0107] S211. When analyzing parking space image information and determining that preset actions such as parking, charging, and starting the vehicle occur in the parking space, update the parking lot status map.

[0108] After obtaining image information of parking spaces, the server analyzes the image content in real time. When a predetermined action is detected in a parking space, the corresponding status is updated. For example, when a bus is detected entering and parking in an empty parking space, it is considered parked and the status of the parking space is immediately set to "parked" in the parking lot status diagram. If a parked bus is detected connecting to a charging port, the status of the parking space is updated to "charging". When a bus is detected starting its engine and preparing to leave the parking space, the status of the parking space is set to "ready to depart". And so on. All important changes in the parking space status, such as parking, charging, and departure, will trigger real-time updates to the parking lot status diagram after being detected, ensuring that the parking space information provided by the parking lot status diagram is consistent with the actual situation.

[0109] S212. When analyzing the parking space image information and determining that the license plate number of the parked bus is inconsistent with the preset bus license plate number, send a warning message of abnormal bus occupancy to the broadcast terminal.

[0110] After obtaining an image of the parking space, the server, in addition to monitoring status changes, also uses image recognition to obtain the license plate number of the bus occupying that space. The server compares this license plate information with the license plate of the bus expected to park in that space. If they don't match, it indicates that an abnormal bus is occupying the parking space. In this case, the server immediately pushes an abnormal occupancy warning to the broadcast terminals in the area, notifying the driver to handle the situation as soon as possible. It also notifies management personnel to address the violation promptly. Timely warnings can effectively prevent abnormal parking space occupancy issues caused by special circumstances.

[0111] In this embodiment, by statistically analyzing the location information of each parking space within the bus depot and predicting the departure time, as well as collecting bus departure time information, and then using an algorithm to proactively plan and schedule the entry and exit plans based on the constraints of departure and exit times, integrated intelligent scheduling of buses is achieved. This effectively solves the problems of low bus scheduling efficiency caused by the inability to proactively control a large number of mixed buses within the bus depot and the lack of optimization of the bus scheduling process in existing technologies. Furthermore, by rationally planning the spatial location of buses and precisely controlling their time, large-scale bus queuing congestion during the morning rush hour is avoided, significantly improving bus scheduling efficiency and providing bus companies with an automated and intelligent solution for bus scheduling.

[0112] The first algorithm plans the bus entry scheme, optimizing the bus layout; the second algorithm schedules the bus departure time, achieving smooth control of departure times. It also includes functions such as parking space monitoring and bus fare collection management, comprehensively improving parking lot management. This allows for rapid response to parking space anomalies and extends to the enterprise level to provide bus fare collection services, further enhancing the system's overall scheduling and management capabilities.

[0113] The server in this application embodiment is described below from a module perspective. Please refer to [link / reference]. Figure 3 This is a schematic diagram of a functional module structure of the server in an embodiment of this application.

[0114] The server includes: The exit prediction module 301 is used to count the floor and location of multiple parking spaces in the bus depot, and combine the historical departure time data of buses to predict the predicted exit time of the parking spaces. The expectation confirmation module 302 is used to combine the bus departure information submitted by multiple bus companies to determine the expected departure time and latest departure time of multiple buses. The bus entry scheme module 303 is used to perform a first algorithm planning based on a first constraint condition including the expected departure time, the latest exit time and the predicted exit time, to obtain a bus entry scheme; the first constraint condition includes arranging buses belonging to different bus routes with expected departure times lower than a preset threshold on different floors, and the sum of the expected departure time and the predicted exit time being less than or equal to the latest exit time. The time confirmation module 304 is used to combine multiple expected departure times to determine the total departure time period; The time division module 305 is used to divide the total departure time period into stages according to a preset unit time, so as to obtain multiple departure time units and the corresponding estimated number of departures. The vehicle departure plan module 306 is used to perform a second algorithm planning based on a second constraint including the exit flow limit, departure time unit and estimated number of departures, to obtain a bus departure plan; the second constraint includes that within a single departure time unit, the estimated number of departures is less than or equal to the exit flow limit; the exit flow limit is positively correlated with the preset release frequency of the bus depot gate; The plan push module 307 is used to send bus entry plans and bus departure plans to multiple bus companies to provide scheduling services for multiple buses.

[0115] In some embodiments, the vehicle dispatching module 306 specifically includes: The data verification unit 3061 is used to verify and adjust the estimated number of departures for multiple departure time units in order from late to early. The scheme settlement unit 3062 is used to generate a bus departure scheme that includes departure time units and the adjusted coordinated departure number after the verification and adjustment of multiple departure time units are completed. The data verification unit 3061 specifically includes: The flow judgment subunit 30611 is used to determine whether the estimated number of departures within the first departure time unit is less than or equal to the outbound flow limit. The verification passed subunit 30612, which is used to enter the verification adjustment of the second departure time unit when the estimated number of departures is less than or equal to the outbound flow limit; the second departure time unit is earlier than the first departure time unit. Verification adjustment subunit 30613 is used to determine the additional traffic flow when the estimated number of departures is not less than or equal to the outbound flow limit. Bus sorting subunit 30614 is used to sort the buses in the first departure time unit and the second departure time unit according to the expected departure time from morning to evening, so as to obtain the first bus queue and the second bus queue respectively. Bus transfer subunit 30615 is used to sequentially extract the number of buses with extra traffic flow in the first bus queue as transfer buses and sequentially insert them into the last column of the second bus queue; The time adjustment subunit 30616 is used to adjust the expected departure time of the transferred bus to the second departure time unit; The verification subunit 30612 is also used for verification adjustment in the second departure time unit after the adjustment is completed.

[0116] In some embodiments, the server further includes: The gate monitoring module 308 is used to monitor the bus waiting-to-pass data at the gates of the bus depot in real time within the departure time unit. The pre-processing module 309 is used to open the pre-gate when the number of buses waiting to pass through the gate exceeds the preset smoothness threshold. The scheme adjustment module 310 is used to adjust the number of buses departing within the departure time unit in the bus departure scheme.

[0117] In some embodiments, the server further includes: Data recording module 311 is used to establish a departure database and record the actual departure time and corresponding actual exit time of buses in parking spaces; The gate exit optimization module 312 is used to statistically analyze the actual departure time and actual exit time of the parking space, and correct the predicted exit time of the parking space.

[0118] In some embodiments, the server further includes: The status display module 313 is used to display a parking lot status diagram including parking lot floor and parking space information; the parking space information includes bus parking status, bus information, and departure time information. The monitoring and display module 314 is used to respond to the user's click on the parking space control in the parking lot status diagram and display the monitoring image information of the corresponding parking space.

[0119] In some embodiments, the server further includes: The image acquisition module 315 is used to monitor parking spaces and obtain parking space image information; The status update module 316 is used to update the parking lot status map when analyzing parking space image information and determining that preset actions including parking, charging, and departure have occurred in the parking space. The abnormality warning module 317 is used to send an abnormal bus occupancy warning message to the broadcast terminal when analyzing the parking space image information and determining that the license plate of the parked bus is inconsistent with the preset bus license plate.

[0120] In some embodiments, the server further includes: The vehicle retrieval confirmation module 318 is used to determine whether the buses of the target bus company have finished retrieval at a preset settlement time point, based on the parking space image information of multiple target parking spaces of the target bus company. The completion push module 319 is used to push a completion notification message to the target bus company when it is determined that the bus has finished its service. The information push module 320 is used to send the parking space information of the vacant parking spaces among multiple target parking spaces to the target bus company when it is determined that the bus company has not finished its bus service.

[0121] The server in the embodiments of this application has been described above from the perspective of modular functional entities. The server in the embodiments of this application will now be described below from the perspective of hardware processing. Please refer to [link / reference needed]. Figure 4 This is a schematic diagram of the physical device structure of a server in an embodiment of this application.

[0122] It should be noted that, Figure 4 The server structure shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0123] like Figure 4 As shown, the server includes a Central Processing Unit (CPU) 401, which can perform various appropriate actions and processes based on a program stored in Read-Only Memory (ROM) 402 or a program loaded from storage portion 408 into Random Access Memory (RAM) 403, such as performing the methods described in the above embodiments. The RAM 403 also stores various programs and data required for system operation. The CPU 401, ROM 402, and RAM 403 are interconnected via a bus 404. An Input / Output (I / O) interface 405 is also connected to the bus 404.

[0124] The following components are connected to I / O interface 405: input section 406 including surveillance cameras, infrared detection devices, etc.; output section 407 including liquid crystal displays (LCDs), audio equipment, indicator lights, etc.; storage section 408 including hard disks, etc.; and communication section 409 including network interface cards such as LAN (Local Area Network) cards, modems, etc. Communication section 409 performs communication processing via a network such as the Internet. Drive 410 is also connected to I / O interface 405 as needed. Removable media 411, such as disks, optical disks, magneto-optical disks, semiconductor memories, etc., are installed on drive 410 as needed so that computer programs read from them can be installed into storage section 408 as needed.

[0125] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing computer programs for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 409, and / or installed from removable medium 411. When the computer program is executed by central processing unit (CPU) 401, it performs the various functions defined in the present invention.

[0126] Specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the invention. Each block in a flowchart or block diagram may represent a module, program segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively represented blocks can actually be executed in essentially parallel order, or sometimes in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified functions or operations, or using a combination of dedicated hardware and computer instructions.

[0127] Specifically, the server in this embodiment includes a processor and a memory. The memory stores a computer program. When the computer program is executed by the processor, it implements the integrated service method for scheduling bus depots in three-dimensional transportation hubs provided in the above embodiment.

[0128] In another aspect, the present invention also provides a computer-readable storage medium, which may be included in the server described in the above embodiments; or it may exist independently and not assembled into the server. The storage medium carries one or more computer programs that, when executed by a processor of the server, cause the server to implement the integrated service method for scheduling bus depots in a multi-level transportation hub provided in the above embodiments.

[0129] The above-described embodiments 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. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0130] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. This computer program product includes one or more computer instructions. When these computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another.

[0131] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. An integrated service method for bus depot scheduling in a multi-level transportation hub, applied to a server, characterized in that, The method includes: The predicted exit time of the parking space is obtained by statistically analyzing the floor and location of multiple parking spaces in the bus depot and combining this with historical departure time data of buses. By combining bus departure information submitted by multiple bus companies, the expected departure time and latest departure time of multiple buses are determined. A first algorithm is used to plan a bus depot entry scheme based on a first constraint condition that includes the expected departure time, the latest departure time, and the predicted departure time. The first constraint condition includes arranging multiple buses belonging to different bus routes with a difference in expected departure time that is less than a preset threshold on different floors, and the sum of the expected departure time and the predicted departure time being less than or equal to the latest departure time. By combining multiple expected departure times, the total departure time period is determined; The total departure time period is divided into stages according to a preset unit time, resulting in multiple departure time units and corresponding estimated departure numbers. A second algorithm is used to plan the bus departure scheme based on a second constraint that includes the exit flow limit, the departure time unit, and the estimated number of departures. The second constraint includes that within a single departure time unit, the estimated number of departures is less than or equal to the exit flow limit. The exit flow limit is positively correlated with the preset release frequency of the bus depot's gates. The bus entry plan and the bus departure plan are sent to the multiple bus companies to provide scheduling and arrangement services for the multiple buses.

2. The method according to claim 1, characterized in that, The second algorithm planning, based on a second constraint including the outbound flow limit, the departure time unit, and the estimated departure number, yields a bus departure scheme, specifically including: The estimated number of departures for multiple departure time units is verified and adjusted in order from evening to morning. After verifying and adjusting multiple departure time units, a bus departure plan is generated that includes the departure time units and the adjusted coordinated departure number. The verification adjustments include: Within the first departure time unit, determine whether the estimated number of departures is less than or equal to the outbound flow limit; If so, proceed to the verification and adjustment of the second departure time unit; the second departure time unit is earlier than the first departure time unit. If not, then determine the additional traffic flow exceeding the exit flow limit by the estimated number of buses; sort the buses in the first and second departure time units according to their expected departure times from morning to evening to obtain the first bus queue and the second bus queue respectively; sequentially extract the buses with the additional traffic flow from the first bus queue as transfer buses and insert them sequentially into the last column of the second bus queue; adjust the expected departure time of the transfer buses to the second departure time unit; and enter the verification and adjustment of the second departure time unit.

3. The method according to claim 1, characterized in that, After the step of performing a second algorithm planning based on the second constraints including the exit flow limit, the departure time unit, and the estimated departure number to obtain the bus departure plan, the method further includes: Real-time monitoring of bus waiting-to-pass data at the gates of the bus depot within the departure time unit; When the number of buses waiting to pass through the gate exceeds a preset smoothness threshold, the preparatory gate is opened; Adjust the number of buses departing within the departure time unit in the bus departure plan.

4. The method according to claim 1, characterized in that, After the step of sending the bus entry plan and the bus departure plan to the multiple bus companies for dispatching and arranging services for the multiple buses, the method further includes: Establish a departure database to record the actual departure time and corresponding actual exit time of buses in the parking spaces; Statistical analysis is performed on the actual departure time and actual exit time of the parking space to correct the predicted exit time of the parking space.

5. The method according to claim 1, characterized in that, After the step of sending the bus entry plan and the bus departure plan to the multiple bus companies for dispatching and arranging services for the multiple buses, the method further includes: The display shows a parking lot status diagram including parking lot floor and parking space information; the parking space information includes bus parking status, bus information, and departure time information; In response to a user clicking on a parking space control in the parking lot status diagram, the monitoring image information of the corresponding parking space is displayed.

6. The method according to claim 5, characterized in that, After the step of displaying a parking lot status diagram including parking lot floor and parking space information, the method further includes: The parking spaces are monitored via video to obtain parking space image information; When analyzing the parking space image information and determining that a preset action, including parking, charging, or starting, has occurred in the parking space, the parking lot status map is updated. When analyzing the parking space image information and determining that the license plate number of the parked bus does not match the preset bus license plate number, a warning message indicating abnormal bus occupancy is sent to the broadcast terminal.

7. The method according to claim 6, characterized in that, After the step of performing image monitoring on the parking space to obtain parking space image information, the method further includes: At the preset settlement time, based on the parking space image information of multiple target parking spaces of the target bus company, it is determined whether the buses of the target bus company have finished stopping. If so, a notification message indicating that the bus service has been completed will be sent to the target bus company. If not, the parking space information of the vacant parking spaces among the multiple target parking spaces will be sent to the target public transport company.

8. A server, characterized in that, include: The exit prediction module is used to count the floor and location of multiple parking spaces in the bus depot, and combine the historical departure time data of buses to predict the predicted exit time of the parking space. The expectation confirmation module is used to combine bus departure information submitted by multiple bus companies to determine the expected departure time and latest departure time of multiple buses. The bus entry scheme module is used to perform a first algorithm planning based on a first constraint condition including the expected departure time, the latest departure time, and the predicted departure time to obtain a bus entry scheme; the first constraint condition includes arranging buses belonging to different bus routes with expected departure times lower than a preset threshold on different floors, and the sum of the expected departure time and the predicted departure time being less than or equal to the latest departure time. The time confirmation module is used to determine the total departure time period by combining multiple expected departure times; The time division module is used to divide the total departure time period into stages according to a preset unit time, so as to obtain multiple departure time units and the corresponding estimated number of departures. The bus departure plan module is used to perform a second algorithm planning based on a second constraint including the exit flow limit, the departure time unit, and the estimated number of departures, to obtain a bus departure plan; the second constraint includes that within a single departure time unit, the estimated number of departures is less than or equal to the exit flow limit; the exit flow limit is positively correlated with the preset release frequency of the bus depot's gates; The plan push module is used to send the bus entry plan and the bus departure plan to the multiple bus companies in order to provide scheduling and arrangement services for the multiple buses.

9. A server, characterized in that, include: One or more processors and memory; The memory is coupled to the one or more processors, the memory being used to store computer program code, the computer program code including computer instructions, the one or more processors invoking the computer instructions to cause the server to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium comprising instructions, characterized in that, When the instructions are executed on the server, the server causes the server to perform the method as described in any one of claims 1-7.

Images