Data transmission distribution method and system for urban transportation network based on cloud-edge

Abstract

The present invention discloses a data transmission distribution method and system based on the cloud-edge urban transportation network, including: after the bus stops, controlling the alarm to warn the rear vehicle; obtaining the reference congestion of the flow of people, and analyzing the actual congestion of the flow of people in the bus; obtaining the routes that passengers at different positions in the car need to take to get off the bus from their original positions, and estimating the time required to reach the rear door of the bus; controlling the alarm to extend the warning time. The present invention can more accurately identify the congestion in the bus by monitoring the situation of passengers changing seats in a limited area; at the same time, the detection of the car seats can effectively obtain the range of time required for passengers to get off the car, control the switching time of the get-off switch, greatly reduce the possibility of safety risks when passengers get off the car, and improve the real-time detection capability and monitoring accuracy of network data transmission distribution. The present invention has the characteristics of high data transmission distribution capability and high humanization.

Description

Technical Field

[0001] The present invention relates to the technical field of data transmission distribution, and specifically to a method and system for data transmission distribution in a cloud-edge-end urban transportation network. Background Art

[0002] In the future, the "cloud-edge-end" integrated solution of the Internet of Things will connect the end devices to edge computing, and realize data collaboration, intelligent collaboration, application collaboration, and resource collaboration with the cloud platform. Hardware products include edge computing gateways, edge computing public machines, and edge computing server equipment, etc., which are deployed in workshops or operational production sites to collect data on site. They have multiple interfaces and strong computing power and support multiple field protocols. The cloud platform and application software conduct multi-dimensional analysis of the production data, environmental data, and operational data collected on site to achieve low latency and high throughput. As the importance of transportation systems continues to increase, the application requirements of data transmission and distribution systems in the transportation field have reached higher standards.

[0003] In the operation system of the bus, the bus driver controls the opening and closing of the bus door by data transmission and control communication of the bus door in the driving terminal, but the driver cannot accurately obtain the disembarkation of the passengers at the rear door of the bus by visual inspection, resulting in the passengers getting off the bus being clamped in the process of closing the door, which creates a greater safety hazard. In the prior art, the disembarkation of tourists is identified by the camera in the disembarkation area at the rear of the bus, and the door switch is adjusted in combination with the driver's driving control terminal. During the peak passenger load period of the bus, there are too many passengers in the bus, the movement range is large, and the identification of human features is difficult, resulting in the camera unit being unable to accurately detect the disembarkation of passengers, especially in foggy weather. The field of view of non-motor vehicles behind the bus is limited during the bus stop, resulting in the possibility of passengers discovering accidents when getting off the bus. Therefore, it is necessary to design a data transmission control communication security assessment system and method with strong safety detection capability and high humanization. Therefore, it is necessary to design a data transmission distribution method and system based on cloud-edge urban transportation network with high data transmission distribution capability and high humanization. Summary of the invention

[0004] The purpose of the present invention is to provide a cloud-edge-based urban transportation network data transmission and distribution method and system to solve the problems raised in the above-mentioned background technology.

[0005] In order to solve the above technical problems, the present invention provides the following technical solutions: a method and system for distributing data transmission in a cloud-edge-end urban transportation network, comprising:

[0006] After the bus stops, a warning start command is sent, and the road network data terminal receives the warning start command and controls the warning device to warn the rear vehicle;

[0007] Obtain reference crowding degree of passenger flow and analyze the actual crowding situation of passengers in the bus;

[0008] Get the routes that passengers at different positions in the car need to take to get off the bus, and estimate the time required to reach the rear door of the bus;

[0009] After the camera at the rear of the bus does not detect any passengers who need to get off for a period of time, the safety of closing the door is analyzed by comparing the time when the passengers need to get off. If the safety is lower than the set threshold, an extended closing warning instruction is sent. The road network data terminal receives the extended closing warning instruction and controls the alarm to extend the warning time.

[0010] The obtaining of the reference crowding degree of the passenger flow includes:

[0011] The force sensor installed on the bus is used to obtain the real-time force values ​​at all preset positions of the bus. A seat is randomly selected as the target seat. The time after the force value detected by the force sensor subunit in the current seat becomes zero and the force change value exceeds the limit value is obtained. The reference crowding degree of the passenger flow obtained by analyzing the seat is t seconds. , where t0 is the maximum time required to walk from the front of the bus to the target seat, which is proportional to the total number of seats in the bus, and the maximum value of t is 5 seconds;

[0012] The method of obtaining the routes that passengers at different positions in the bus need to take to get off the bus from their original positions and estimating the time required to reach the rear door of the bus includes:

[0013] According to the detection method corresponding to the real-time force values ​​at all preset positions of the bus, and through the transmission time information between the first control terminal, the second control terminal and the target seat, the horizontal distance Z meters between the target seat and the second control terminal is obtained, and according to the preset standing range channel in the car, combined with the horizontal distance information between the target seat and the second control terminal, the route that the passenger needs to take to get off the bus is obtained;

[0014] Through the seat force value change detection method, the number of seats with force value changes in the carriage within the monitoring time is obtained as A, and the distances X1, X2, ..., X required for each passenger to get off the train are obtained respectively. A , then the estimated time for each passenger to get off is , … , where β is the unit conversion coefficient, η 实1 , η 实1 ……η 实1 The value of is determined according to the zone to which each passenger gets off.

[0015] According to the above technical solution, when the time t value after the force value detected by the internal force sensor subunit of the seat becomes zero and the force change value is higher than the limit value is less than 0.5 seconds, the reference crowding degree of the current seat flow obtained by analysis is set to 100%.

[0016] According to the above technical solution, the analysis of the actual crowding situation of the passenger flow in the bus includes:

[0017] The force sensors installed in different seats are used to communicate electrical signals through the control terminal in the bus. The distance data between the seats in the bus is detected by the required distance for the force sensor to transmit the data signal, and a total of k other seats within X meters near the target seat are obtained. According to the detection method corresponding to the real-time force value at all preset positions of the bus, the reference crowding degree of the passenger flow of other seats η1%, η2%, ...η k %, the actual crowd congestion in the area , where S is the ground area covered by the seat outline in the bus, and γ is the area adjustment coefficient of the area occupied by passengers when they stand.

[0018] According to the above technical solution, the control terminal includes:

[0019] The number of control terminals set is two, including a first control terminal and a second control terminal. The first control terminal is set in the driving control terminal of the bus driver, and the second control terminal is set in the monitoring terminal at the get-off position at the rear of the bus. The first control terminal and the second control terminal can remotely transmit data in real time.

[0020] According to the above technical solution, the estimated getting-off time of each passenger is arranged in descending order, and the difference between two adjacent getting-off times is obtained respectively. When the maximum time difference is higher than Q0, the information about the slow getting-off speed is transmitted to the bus broadcasting system through the alarm module, and the broadcasting system will play a voice prompting other passengers to give way.

[0021] According to the above technical solution, the distance required for each passenger to get off the bus is obtained, including:

[0022] In the top view of the floor of the carriage, the distance between the seat and the first control terminal is obtained as Z1, and the distance between the first control terminal and the second control terminal is obtained as Z2. According to the seat position located in the bus, the angle information formed by the target seat position, the second control terminal position and the first control terminal position is obtained. In the triangle formed by the line connecting the first control terminal position, the second control terminal position and the target seat position, the horizontal distance between the second control terminal position and the target seat is obtained, and the horizontal distance is recorded as the distance each passenger needs to travel to get off the bus;

[0023] The distance between the seat and the first control terminal is obtained based on the alarm location set by the locator in the driver's driving terminal and the emergency alarm near the passenger seat;

[0024] When the bus is a double-decker bus, the distance Z that the passengers in the second-decker seats travel to get off is recorded as the sum of the distance from the target seat position to the first control terminal position and the distance from the second control terminal position to the first control terminal position.

[0025] According to the above technical solution, the cloud-edge-based urban transportation network data transmission and distribution system includes a data acquisition module, a congestion analysis module, a passenger getting off situation analysis module and an output module;

[0026] The data acquisition module is used to send a warning start instruction after the bus stops, and the road network data terminal receives the warning start instruction and controls the warning device to warn the rear vehicle;

[0027] The crowding analysis module is used to obtain a reference crowding degree of passenger flow and analyze the actual crowding situation of passenger flow in the bus;

[0028] The passenger getting off the bus analysis module is used to obtain the routes that passengers at different positions in the bus need to take to get off the bus, and estimate the time required to reach the rear door of the bus;

[0029] The output module is used to analyze the safety of closing the door by comparing the time when the passenger needs to get off the bus after the camera at the rear of the bus has not detected any passengers who need to get off the bus for a period of time. If the safety is lower than the set threshold, an extended closing warning instruction is sent. The road network data terminal receives the extended closing warning instruction and controls the alarm to extend the warning time.

[0030] The data acquisition module, the crowding situation analysis module, the passenger getting off situation analysis module and the output module are communicatively connected to each other;

[0031] The data acquisition module includes a force sensor subunit and a crowd flow reference congestion detection module;

[0032] The force sensor subunit is used to obtain real-time force values ​​at all preset positions of the bus through force sensors arranged on the bus;

[0033] The crowd flow reference congestion detection module is used to randomly select a seat as the target seat, obtain the time t seconds after the force value detected by the force sensor subunit in the current seat becomes zero and the change value of the force is higher than the limit value, and then analyze the crowd flow reference congestion obtained by the seat. , where t0 is the maximum time required to walk from the front of the bus to the target seat, which is proportional to the total number of seats in the bus, and the maximum value of t is 5 seconds;

[0034] The passenger getting off situation analysis module includes a getting off route acquisition module and a getting off time detection module;

[0035] The getting-off route acquisition module is used to obtain the horizontal distance Z meters between the target seat and the second control terminal according to the detection method corresponding to the real-time force values ​​at all preset positions of the bus and the transmission time information between the first control terminal, the second control terminal and the target seat, and obtain the route that the passenger needs to take to get off the bus according to the preset standing range channel in the car and the horizontal distance information between the target seat and the second control terminal;

[0036] The alighting time detection module is used to obtain the number of seats with force value changes in the carriage during the monitoring time as A through the seat force value change detection method, and obtain the distances X1, X2, ..., X1 required for each passenger to get off the train. A , then the estimated time for each passenger to get off is , … , where β is the unit conversion coefficient, η 实1 , η 实1 ……η 实1 The value of is determined according to the zone to which each passenger gets off.

[0037] According to the above technical solution, the data acquisition module also includes an actual crowding situation analysis module, which is used to communicate electrical signals between force sensors set in different seats through the control terminal in the bus, detect the distance data between seats in the bus through the required distance for the force sensor to transmit data signals, obtain a total of k other seats within X meters near the target seat, and obtain the reference crowding degree η1%, η2%, ...η of the passenger flow of other seats based on the detection method corresponding to the real-time force value at all preset positions of the bus. k %, the actual crowd congestion in the area , where S is the ground area covered by the seat outline in the bus, and γ is the area adjustment coefficient of the area occupied by passengers when they stand.

[0038] According to the above technical solution, the actual congestion situation analysis module includes a control terminal construction submodule and a route distance detection submodule;

[0039] The control terminal construction module is used to set the number of control terminals to two, including a first control terminal and a second control terminal, the first control terminal is set in the driving control terminal of the bus driver, and the second control terminal is set in the monitoring terminal at the rear get-off position of the bus, and the first control terminal and the second control terminal can remotely transmit data in real time;

[0040] The travel distance detection submodule is used to obtain the distance between the seat and the first control terminal as Z1, and the distance between the first control terminal and the second control terminal as Z2 in the top view of the floor of the carriage, and obtain the angle information formed by the target seat position, the second control terminal position and the connecting line of the first control terminal position according to the seat position located in the bus, and obtain the horizontal distance between the second control terminal position and the target seat in the triangle formed by the connecting line of the first control terminal position, the second control terminal position and the target seat position, and record the horizontal distance as the travel distance required for each passenger to get off the bus; wherein, the distance between the seat and the first control terminal is obtained based on the locator in the driver's driving terminal and the alarm positioning set by the emergency alarm near the passenger seat; when the bus is a double-decker bus, the travel distance Z of the passengers on the second floor seats to reach the getting-off position is recorded as the sum of the distance from the target seat position to the first control terminal position and the distance from the second control terminal position to the first control terminal position.

[0041] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: the present invention can more accurately identify the congestion situation in the bus by monitoring the situation of passengers changing seats in a limited area, and further accurately detect the congestion of the carriage by limiting the area of ​​the actual standing area in the area; at the same time, through the detection of the seats in the carriage, the range of time required for passengers to get off the carriage can be effectively obtained, helping passengers in the bus to get off in an efficient order, and at the same time controlling the switching time of the getting off switch, greatly reducing the possibility of safety risks when passengers get off the bus, and improving the real-time detection capability and monitoring accuracy of network data transmission distribution. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0043] Figure 1 It is a flowchart of a cloud-edge-based urban transportation network data transmission and distribution method provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0045] See also Figure 1 , which is a flow chart of a method for allocating data in a cloud-edge-end urban transportation network according to an embodiment of the present invention. Figure 1 It can be seen that the data transmission and distribution method based on the cloud-edge urban transportation network includes:

[0046] Step S1: After the bus stops, a warning start instruction is sent, and the road network data terminal receives the warning start instruction and controls the warning device to warn the rear vehicle.

[0047] Step S2: Obtain a reference crowding degree of passenger flow and analyze the actual crowding situation of passenger flow in the bus.

[0048] Step S3: Obtain the routes that passengers at different positions in the bus need to take to get off the bus from their original positions, and estimate the time required to reach the rear door of the bus.

[0049] Step S4: After the camera at the rear of the bus has not detected any passengers who need to get off for a period of time, the safety of closing the door is analyzed by comparing the time when the passengers need to get off. If the safety is lower than the set threshold, an extended closing warning instruction is sent. The road network data terminal receives the extended closing warning instruction and controls the alarm to extend the warning time.

[0050] The obtaining of the reference crowding degree of the passenger flow includes:

[0051] Step S21: The real-time force values ​​at all preset positions of the bus are obtained by using the force sensors installed on the bus. A seat is randomly selected as the target seat. The time after the force value detected by the force sensor subunit in the current seat becomes zero and the change value of the force is higher than the limit value is obtained as t seconds. The reference crowding degree of the passenger flow obtained by analyzing the seat is , where t0 is the maximum time required to walk from the front of the bus to the target seat, which is proportional to the total number of seats in the bus, and the maximum value of t is 5 seconds.

[0052] The method of obtaining the routes that passengers at different positions in the bus need to take to get off the bus from their original positions and estimating the time required to reach the rear door of the bus includes:

[0053] Step S31: According to the detection method corresponding to the real-time force values ​​at all preset positions of the bus, and through the transmission time information between the first control terminal, the second control terminal and the target seat, the horizontal distance Z meters between the target seat and the second control terminal is obtained, and based on the preset standing range channel in the car and the horizontal distance information between the target seat and the second control terminal, the route that the passengers need to take to get off the bus is obtained.

[0054] Step S32: By using the seat force value change detection method, the number of seats with force value changes within the monitoring time in the carriage is obtained as A, and the distances X1, X2, ..., X3 required for each passenger to get off the train are obtained respectively. A , then the estimated time for each passenger to get off is , … , where β is the unit conversion coefficient, η 实1 , η 实1 ……η 实1 The value of is determined according to the zone to which each passenger gets off.

[0055] The embodiments of the present invention can more accurately identify the congestion situation in a bus by monitoring the situation of passengers changing seats in a limited area, and further accurately detect the congestion of the carriage by limiting the actual standing area in the area; at the same time, by detecting the seats in the carriage, the range of time required for passengers to get off the carriage can be effectively obtained, helping passengers in the bus to get off in an efficient order, and at the same time controlling the switching time of the getting off switch, greatly reducing the possibility of safety risks when passengers get off the bus, and improving the real-time detection capability and monitoring accuracy of network data transmission distribution.

[0056] In certain preferred embodiments, when the time t taken for the force change value to be higher than the limit value after the force value detected by the internal force sensor subunit of the seat becomes zero is less than 0.5 seconds, the reference crowding degree of the current seat flow obtained by analysis is set to 100%.

[0057] In some preferred embodiments, the analysis of the actual crowding situation of the passenger flow in the bus includes:

[0058] Step S22: The force sensors installed in different seats are electrically connected through the control terminal in the bus, and the distance data between the seats in the bus is detected by the required distance for the force sensor to transmit the data signal, and a total of k other seats within X meters near the target seat are obtained. According to the detection method corresponding to the real-time force value at all preset positions of the bus, the reference crowding degree of the passenger flow of other seats is obtained. η1%, η2%, ...η k %, the actual crowd congestion in the area , where S is the ground area covered by the seat outline in the bus, and γ is the area adjustment coefficient of the area occupied by passengers when they stand.

[0059] In the actual crowd flow congestion formula, Represents the average value of each reference crowding degree of each passenger flow. Compared with the monitoring during the driving process of the bus, the real-time crowding situation in the car is predicted based on the actual situation that the higher the crowding degree in the car, the shorter the time for the seat to be occupied, by analyzing the time difference between the target seat and the next passenger sitting down when the vehicle stops.

[0060] In the actual crowd flow congestion formula, It represents the size of the remaining space in a limited area after removing the seats. The crowdedness of regional space flow is expressed by the density of standing passengers in the area of ​​the carriage. Therefore, by limiting the area of ​​the actual standing area of ​​passengers, the crowdedness of regional space flow can be accurately detected.

[0061] This technical solution solves the problem that during the peak passenger load period of the bus, it is impossible to accurately obtain the crowd congestion in the car, which makes it difficult to analyze the situation where the passengers at each seat are blocked by a large number of crowded people when getting off the bus, which seriously delays the time of getting off the bus. When the bus arrives at the station, the passengers who need to get off will leave their seats at the same time in a short period of time. Therefore, monitoring the situation of passengers changing seats in a limited area can more accurately identify the crowding situation in the bus.

[0062] In some preferred embodiments, the control terminal comprises:

[0063] Step S221: The number of control terminals set is two, including a first control terminal and a second control terminal. The first control terminal is set in the driving control terminal of the bus driver, and the second control terminal is set in the monitoring terminal at the get-off position at the rear of the bus. The first control terminal and the second control terminal can remotely transmit data in real time.

[0064] In certain preferred embodiments, the estimated alighting time of each passenger is arranged in descending order, and the difference between two adjacent alighting times is obtained. When the maximum time difference is higher than Q0, the information about the slow alighting speed is transmitted to the bus broadcasting system through the alarm module, and the broadcasting system plays a voice prompting other passengers to give way.

[0065] In the normal distribution of bus models, the seats in the car are all located near the outer windows of the bus. The seats in the car can basically cover the minimum and maximum distances from any position in the car to the get-off position. Therefore, the range of time required for passengers to get off the car can be effectively obtained by detecting the seats in the car. At the same time, the situation where the passengers who are sitting in the seat do not get off the bus and there are standing passengers getting off nearby is rare, and the passengers who are sitting in the seat will lose a certain amount of time due to standing, which will not affect the accuracy of the safety assessment system;

[0066] This technical solution solves the problem that on rainy days, the number of passengers in the car is close to the maximum passenger capacity of the bus, the number of passengers at the rear door of the bus is too large, and the movement range is large, making it difficult to identify the characteristics of the people, resulting in the camera unit being unable to accurately detect the passengers getting off the bus and unable to accurately adjust the opening and closing of the door.

[0067] In some preferred embodiments, obtaining the distance required for each passenger to get off the bus includes:

[0068] Step S321: In the top view of the floor of the bus, the distance between the seat and the first control terminal is obtained as Z1, and the distance between the first control terminal and the second control terminal is obtained as Z2. According to the seat position located in the bus, the angle information formed by the target seat position, the second control terminal position and the line connecting the first control terminal position is obtained. In the triangle formed by the line connecting the first control terminal position, the second control terminal position and the target seat position, the horizontal distance between the second control terminal position and the target seat is obtained, and the horizontal distance is recorded as the distance each passenger needs to travel to get off the bus.

[0069] Among them, the distance between the seat and the first control terminal is obtained based on the alarm positioning of the locator in the driver's driving terminal and the emergency alarm set near the passenger seat.

[0070] Step S322: When the bus is a double-decker bus, the distance Z that the passengers on the second-decker seats travel to get off is recorded as the sum of the distance from the target seat position to the first control terminal position and the distance from the second control terminal position to the first control terminal position.

[0071] Based on the same concept as the above embodiment, the embodiment of the present invention also provides a cloud-edge-end urban transportation network data transmission and distribution system, including: a data acquisition module, a congestion analysis module, a passenger getting off situation analysis module and an output module;

[0072] The data acquisition module is used to send a warning start instruction after the bus stops, and the road network data terminal receives the warning start instruction and controls the warning device to warn the rear vehicle.

[0073] The crowding situation analysis module is used to obtain a reference crowding degree of passenger flow and analyze the actual crowding situation of passenger flow in the bus.

[0074] The passenger getting off the bus analysis module is used to obtain the routes that passengers at different positions in the bus need to take to get off the bus from their original positions, and to estimate the time required to reach the rear door of the bus.

[0075] The output module is used to analyze the safety of closing the door by comparing the time when the passenger needs to get off the bus after the camera at the rear of the bus has not detected any passengers who need to get off for a period of time. If the safety is lower than a set threshold, an extended closing warning instruction is sent. The road network data terminal receives the extended closing warning instruction and controls the alarm to extend the warning time.

[0076] The data acquisition module, the crowding situation analysis module, the passenger getting off situation analysis module and the output module are communicatively connected with each other.

[0077] The data acquisition module includes a force sensor subunit and a pedestrian flow reference congestion detection module.

[0078] The force sensor subunit is used to obtain real-time force values ​​at all preset positions of the bus through force sensors arranged on the bus.

[0079] The crowd flow reference congestion detection module is used to randomly select a seat as the target seat, obtain the time t seconds after the force value detected by the force sensor subunit in the current seat becomes zero and the change value of the force is higher than the limit value, and then analyze the crowd flow reference congestion obtained by the seat. , where t0 is the maximum time required to walk from the front of the bus to the target seat, which is proportional to the total number of seats in the bus, and the maximum value of t is 5 seconds.

[0080] The passenger getting off situation analysis module includes a getting off route acquisition module and a getting off time detection module;

[0081] The getting-off route acquisition module is used to obtain the horizontal distance Z meters between the target seat and the second control terminal according to the detection method corresponding to the real-time force values ​​at all preset positions of the bus and through the transmission time information between the first control terminal, the second control terminal and the target seat, and obtain the route that the passenger needs to take to get off the bus based on the preset standing range channel in the car and the horizontal distance information between the target seat and the second control terminal.

[0082] The alighting time detection module is used to obtain the number of seats with force value changes in the carriage during the monitoring time as A through the seat force value change detection method, and obtain the distances X1, X2, ..., X1 required for each passenger to get off the train.A , then the estimated time for each passenger to get off is , … , where β is the unit conversion coefficient, η 实1 , η 实1 ……η 实1 The value of is determined according to the zone to which each passenger gets off.

[0083] In this embodiment, the data acquisition module further includes an actual crowding situation analysis module, which is used to communicate electrical signals between force sensors arranged in different seats through a control terminal in the bus, detect the distance data between seats in the bus through the required distance for the force sensor to transmit data signals, obtain a total of k other seats within X meters near the target seat, and obtain the reference crowding degree η1%, η2%, ...η of the passenger flow of other seats according to the detection method corresponding to the real-time force value at all preset positions of the bus. k %, the actual crowd congestion in the area , where S is the ground area covered by the seat outline in the bus, and γ is the area adjustment coefficient of the area occupied by passengers when they stand.

[0084] In this embodiment, the actual congestion situation analysis module includes a control terminal construction submodule and a route distance detection submodule;

[0085] The control terminal construction module is used to set the number of control terminals to two, including a first control terminal and a second control terminal. The first control terminal is set in the driving control terminal of the bus driver, and the second control terminal is set in the monitoring terminal at the get-off position at the rear of the bus. The first control terminal and the second control terminal can remotely transmit data in real time.

[0086] The travel distance detection submodule is used to obtain the distance between the seat and the first control terminal as Z1, and the distance between the first control terminal and the second control terminal as Z2 in the top view of the floor of the carriage, and obtain the angle information formed by the target seat position, the second control terminal position and the connecting line of the first control terminal position according to the seat position located in the bus, and obtain the horizontal distance between the second control terminal position and the target seat in the triangle formed by the connecting line of the first control terminal position, the second control terminal position and the target seat position, and record the horizontal distance as the travel distance required for each passenger to get off the bus; wherein, the distance between the seat and the first control terminal is obtained based on the locator in the driver's driving terminal and the alarm positioning set by the emergency alarm near the passenger seat; when the bus is a double-decker bus, the travel distance Z of the passengers on the second floor seats to reach the getting-off position is recorded as the sum of the distance from the target seat position to the first control terminal position and the distance from the second control terminal position to the first control terminal position.

[0087] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0088] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A data transmission and distribution method for urban transportation network based on cloud-edge-end, characterized in that: include: After the bus stops, a warning start command is sent, and the road network data terminal receives the warning start command and controls the warning device to warn the rear vehicle; Obtain reference crowding degree of passenger flow and analyze the actual crowding situation of passengers in the bus; Get the routes that passengers at different positions in the car need to take to get off the bus, and estimate the time required to reach the rear door of the bus; After the camera at the rear of the bus does not detect any passengers who need to get off for a period of time, the safety of closing the door is analyzed by comparing the time when the passengers need to get off. If the safety is lower than the set threshold, an extended closing warning instruction is sent. The road network data terminal receives the extended closing warning instruction and controls the alarm to extend the warning time. The obtaining of the reference crowding degree of the passenger flow includes: The force sensor installed on the bus is used to obtain the real-time force values ​​at all preset positions of the bus. A seat is randomly selected as the target seat. The time after the force value detected by the force sensor subunit in the current seat becomes zero and the force change value exceeds the limit value is obtained. The reference crowding degree of the passenger flow obtained by analyzing the seat is t seconds. , where t0 is the maximum time required to walk from the front of the bus to the target seat, which is proportional to the total number of seats in the bus, and the maximum value of t is 5 seconds; Analysis of the actual crowding situation on buses, including: The force sensors installed in different seats are interconnected by electrical signals through the control terminal in the bus, and the distance data between the seats in the bus is detected by the required distance for the force sensor to transmit the data signal, and a total of k other seats within X meters near the target seat are obtained. According to the detection method corresponding to the real-time force value at all preset positions of the bus, the reference crowding degree η1, η2, ...η of the passenger flow of other seats is obtained. k , the actual crowd congestion in the area , where S is the ground area covered by the seat outline in the bus, and γ is the area adjustment coefficient of the area occupied by passengers when standing; Control terminal, including: The number of control terminals is two, including a first control terminal and a second control terminal. The first control terminal is set in a driving control terminal of a bus driver, and the second control terminal is set in a monitoring terminal at a disembarkation position at the rear of the bus. The first control terminal and the second control terminal can remotely transmit data in real time. The method of obtaining the routes that passengers at different positions in the bus need to take to get off the bus from their original positions and estimating the time required to reach the rear door of the bus includes: According to the detection method corresponding to the real-time force values ​​at all preset positions of the bus, and through the transmission time information between the first control terminal and the second control terminal and the target seat, the horizontal distance Z meters between the target seat and the second control terminal is obtained, and according to the preset standing range channel in the car, combined with the horizontal distance information between the target seat and the second control terminal, the route that the passenger needs to take to get off the bus is obtained; Through the seat force value change detection method, the number of seats with force value changes in the carriage within the monitoring time is obtained as A, and the distances X1, X2, ..., X required for each passenger to get off the train are obtained respectively. A , then the estimated time for each passenger to get off is , … , where β is the unit conversion coefficient, η 实1 , η 实1 ……η 实A The value of is determined according to the zone to which each passenger gets off.

2. The method for distributing data transmission in a cloud-edge-end urban transportation network according to claim 1 is characterized in that: When the time t value during which the change in force value after the force value detected by the seat internal force sensor subunit becomes zero and is higher than the limit value is less than 0.5 seconds, the reference crowding degree of the current seat flow obtained by analysis is set to 100%.

3. The cloud-edge-end urban transportation network data transmission and distribution method according to claim 2 is characterized in that: Arrange the estimated alighting time of each passenger in descending order, and obtain the difference between two adjacent alighting times. When the maximum time difference is higher than Q0, the alarm module transmits the information of slow alighting speed to the bus broadcasting system, and the broadcasting system plays a voice prompting other passengers to give way.

4. The method for distributing data transmission in a cloud-edge-end urban transportation network according to claim 3 is characterized in that: The method of obtaining the distance each passenger needs to travel before getting off the bus includes: In the top view of the floor of the carriage, the distance between the seat and the first control terminal is obtained as Z1, and the distance between the first control terminal and the second control terminal is obtained as Z2. According to the seat position located in the bus, the angle information formed by the target seat position, the second control terminal position and the first control terminal position is obtained. In the triangle formed by the first control terminal position, the second control terminal position and the target seat position, the horizontal distance between the second control terminal position and the target seat is recorded as the distance each passenger needs to travel to get off the bus; The distance between the seat and the first control terminal is obtained based on the alarm location set by the locator in the driver's driving terminal and the emergency alarm near the passenger seat; When the bus is a double-decker bus, the distance that the passengers in the second-decker seats travel to get off is recorded as the sum of the distance from the target seat position to the first control terminal position and the distance from the second control terminal position to the first control terminal position.

5. A cloud-edge-based urban transportation network data transmission and distribution system, characterized by: It includes data collection module, crowding situation analysis module, passenger getting off situation analysis module and output module; The data acquisition module is used to send a warning start instruction after the bus stops, and the road network data terminal receives the warning start instruction and controls the warning device to warn the rear vehicle; The crowding analysis module is used to obtain a reference crowding degree of passenger flow and analyze the actual crowding situation of passenger flow in the bus; The passenger getting off the bus analysis module is used to obtain the routes that passengers at different positions in the bus need to take to get off the bus, and estimate the time required to reach the rear door of the bus; The output module is used to analyze the safety of closing the door by comparing the time when the passenger needs to get off the bus after the camera at the rear of the bus has not detected any passengers who need to get off the bus for a period of time. If the safety is lower than the set threshold, an extended closing warning instruction is sent. The road network data terminal receives the extended closing warning instruction and controls the alarm to extend the warning time. The data acquisition module, the crowding situation analysis module, the passenger getting off situation analysis module and the output module are communicatively connected to each other; The crowding situation analysis module includes a force sensor subunit and a crowd flow reference crowding degree detection module; The force sensor subunit is used to obtain real-time force values ​​at all preset positions of the bus through force sensors arranged on the bus; The crowd flow reference congestion detection module is used to randomly select a seat as the target seat, obtain the time t seconds after the force value detected by the force sensor subunit in the current seat becomes zero and the change value of the force is higher than the limit value, and then analyze the crowd flow reference congestion obtained by the seat. , where t0 is the maximum time required to walk from the front of the bus to the target seat, which is proportional to the total number of seats in the bus, and the maximum value of t is 5 seconds; The crowding situation analysis module also includes an actual crowding situation analysis module, which is used to communicate electrical signals between force sensors set in different seats through the control terminal in the bus, detect the distance data between seats in the bus through the required distance for the force sensor to transmit data signals, obtain a total of k other seats within X meters near the target seat, and obtain the reference crowding degrees η1, η2, ...η of the passenger flow of other seats based on the detection method corresponding to the real-time force values ​​at all preset positions of the bus. k , the actual crowd congestion in the area , where S is the ground area covered by the seat outline in the bus, and γ is the area adjustment coefficient of the area occupied by passengers when standing; The passenger getting off situation analysis module includes a getting off route acquisition module and a getting off time detection module; The alighting route acquisition module includes a control terminal construction submodule, the control terminal construction submodule is used to set the number of control terminals to two, including a first control terminal and a second control terminal, the first control terminal is set in the driving control terminal of the bus driver, and the second control terminal is set in the monitoring terminal of the alighting position at the rear of the bus, and the first control terminal and the second control terminal can remotely transmit data in real time; The getting-off route acquisition module is used to obtain the horizontal distance Z meters between the target seat and the second control terminal according to the detection method corresponding to the real-time force values ​​at all preset positions of the bus, and through the transmission time information between the first control terminal and the second control terminal and the target seat respectively, and obtain the route that the passenger needs to take to get off the bus according to the preset standing range channel in the car and the horizontal distance information between the target seat and the second control terminal; The alighting time detection module is used to obtain the number of seats with force value changes in the carriage during the monitoring time as A through the seat force value change detection method, and obtain the distances X1, X2, ..., X1 required for each passenger to get off the train. A , then the estimated time for each passenger to get off is , … , where β is the unit conversion coefficient, η 实1 , η 实1 ……η 实A The value of is determined according to the zone to which each passenger gets off.

6. The cloud-edge-based urban transportation network data transmission and distribution system according to claim 5 is characterized by: The alighting time detection module includes a travel distance detection submodule, which is used to obtain the distance between the seat and the first control terminal as Z1 and the distance between the first control terminal as Z2 in the top view of the floor of the carriage, obtain the angle information formed by the target seat position, the second control terminal position and the first control terminal position respectively according to the seat position located in the bus, obtain the horizontal distance between the second control terminal position and the target seat in the triangle formed by the line connecting the first control terminal position, the second control terminal position and the target seat position, and record the horizontal distance as the travel distance required for each passenger to get off the bus; wherein, the distance between the seat and the first control terminal is obtained according to the alarm positioning set by the locator in the driver's driving terminal and the emergency alarm near the passenger seat; when the bus is a double-decker bus, the travel distance of the passengers on the second floor seats to reach the alighting position is recorded as the sum of the distance from the target seat position to the first control terminal position and the distance from the second control terminal position to the first control terminal position.

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