Public transport vehicle arrival scheduling method, device and equipment

Abstract

The invention discloses a bus pull-in scheduling method, device and equipment, and is used for relieving the stop leaving obstruction between buses, and the method comprises the steps: obtaining the vehicle information of a bus which is expected to pull in, and the vehicle information comprises the driving speed and the real-time position; calculating the estimated arrival time of the bus according to the bus information; determining a station entering sequence of the buses according to the predicted station entering time; calculating theoretical departure time of the bus according to the predicted arrival time and the predicted service duration; according to the arrival sequence and the theoretical departure time, whether departure obstruction exists in the buses is judged, and the departure obstruction means that the theoretical departure time of the front bus is later than the theoretical departure time of the rear bus; and if the departure obstruction exists, controlling and adjusting the driving process of part or all of the buses, and updating the arrival sequence and / or the theoretical departure time so as to reduce the duration of the departure obstruction.

Description

Technical Field

[0001] The present application relates to the technical field of traffic control, and in particular to a method, device and equipment for dispatching bus entry into a station. Background Art

[0002] In the complex urban transportation network, buses are the backbone of the urban public transportation system. Their operating efficiency and service quality directly affect the travel experience of urban residents. Given the limited urban road resources, most stations use multi-berth linear platforms. Under this condition, buses must enter and exit the station in order and cannot overtake.

[0003] However, in actual operation, public buses often face many challenges from unforeseen factors, such as changes in road conditions and emergencies, which can easily disrupt the original order of public buses entering the station. This phenomenon not only easily leads to chaos in the platform stop area, but also often causes mutual obstruction between public buses, forcing subsequent vehicles to queue up and wait. This in turn triggers a chain reaction, exacerbating the delay of public buses entering the station and causing serious impact on the operating efficiency and order of the entire public transportation system. Summary of the invention

[0004] In view of this, embodiments of the present application provide a method, device and equipment for dispatching buses entering a station, so as to alleviate obstacles to buses leaving the station.

[0005] To solve the above problems, the technical solutions provided in the embodiments of the present application are as follows:

[0006] A method for dispatching bus entry into a station, the method comprising:

[0007] Obtaining vehicle information of a public transport vehicle expected to enter the station, the vehicle information including travel speed and real-time location;

[0008] Calculating the estimated arrival time of the public transport vehicle according to the vehicle information;

[0009] Determining the order in which the public buses enter the station according to the estimated entry time;

[0010] Calculate the theoretical departure time of the public transport vehicle based on the estimated arrival time and the estimated service time;

[0011] According to the station entry sequence and the theoretical station departure time, determining whether there is a station departure obstacle, wherein the station departure obstacle refers to that the theoretical station departure time of the front bus is later than the theoretical station departure time of the rear bus among the public buses;

[0012] If there is a departure obstacle, the travel process of some or all public buses is controlled and adjusted, and the entry sequence and / or the theoretical departure time are updated to reduce the duration of the departure obstacle.

[0013] In a possible implementation, the control adjusts the travel process of some or all public transport vehicles and updates the station entry sequence and / or the theoretical station departure time to reduce the duration of the station departure obstacle, including:

[0014] Speed ​​guidance is performed on some or all public buses, and the entry sequence and / or the theoretical departure time are updated, so that the departure obstacle is reduced in duration or eliminated according to the updated entry sequence and theoretical departure time.

[0015] In a possible implementation, the speed guidance of some or all public transport vehicles and updating the station entry sequence and / or the theoretical station departure time, so as to reduce the duration of the station departure obstacle or eliminate the station departure obstacle according to the updated station entry sequence and theoretical station departure time, includes:

[0016] If the front vehicle and the rear vehicle in the public transport are on the same direction of the road, the front vehicle is guided to accelerate and / or the rear vehicle is guided to decelerate, and the theoretical departure time is updated, so that the duration of the departure obstacle is reduced or the departure obstacle is eliminated according to the updated theoretical departure time.

[0017] In a possible implementation, the speed guidance of some or all public transport vehicles and updating the station entry sequence and / or the theoretical station departure time, so as to reduce the duration of the station departure obstacle or eliminate the station departure obstacle according to the updated station entry sequence and theoretical station departure time, includes:

[0018] If the front vehicle and the rear vehicle in the public bus are on roads in different directions, the front vehicle is guided to accelerate and / or the rear vehicle is guided to decelerate, or the rear vehicle is guided to accelerate and / or the front vehicle is decelerated so that the rear vehicle exceeds the front vehicle after passing the intersection upstream of the station, and the entry sequence and / or the theoretical departure time are updated, so that the duration of the departure obstacle is reduced or the departure obstacle is eliminated according to the updated entry sequence and theoretical departure time.

[0019] In a possible implementation, the control adjusts the travel process of some or all public transport vehicles and updates the station entry sequence and / or the theoretical station departure time to reduce the duration of the station departure obstacle, including:

[0020] Adjust the duration of the corresponding phase of the signal light at the intersection upstream of the station, and update the entry sequence and / or the theoretical departure time, so as to reduce the duration of the departure obstacle or eliminate the departure obstacle according to the updated entry sequence and theoretical departure time.

[0021] In a possible implementation, if there is still an obstacle to leaving the station after controlling and adjusting the travel process of part or all of the public transport vehicles, the method further includes:

[0022] Before a bus with departure obstacles enters the station, the estimated service time of the preceding bus is shortened and / or the estimated service time of the following bus is extended.

[0023] In a possible implementation, before a public bus with a departure obstacle enters a station, shortening the expected service time of a preceding bus and / or extending the expected service time of a succeeding bus includes:

[0024] Before a bus with obstacles in leaving the station enters the station, the shortening amount of the service time of the preceding bus and the lengthening amount of the service time of the following bus are determined, wherein the shortening amount of the service time of the preceding bus is in the range of 0 to the first length, and the lengthening amount of the service time of the following bus is in the range of the second length to the third length; wherein the first length is the estimated service time of the preceding bus minus the minimum service time of the preceding bus, and the minimum service time of the preceding bus is determined according to the actual operation index of the preceding bus; the second length is the theoretical departure time of the preceding bus minus the theoretical departure time of the following bus, and the third length is the theoretical departure time of the adjacent vehicle behind the following bus minus the theoretical departure time of the following bus;

[0025] The estimated service time of the leading vehicle is shortened according to the shortened service time of the leading vehicle and / or the estimated service time of the following vehicle is extended according to the extended service time of the following vehicle.

[0026] A bus station entry dispatching device, the device comprising:

[0027] An acquisition unit, used to acquire vehicle information of a public transport vehicle expected to enter the station, wherein the vehicle information includes a travel speed and a real-time position;

[0028] A first calculation unit, used to calculate the estimated arrival time of the public bus according to the vehicle information;

[0029] A first determining unit, configured to determine the order in which the public buses enter the station according to the estimated entry time;

[0030] A second calculation unit is used to calculate the theoretical departure time of the public transport vehicle based on the estimated arrival time and the estimated service time;

[0031] A judging unit, configured to judge whether there is a departure obstacle according to the station entry sequence and the theoretical departure time, wherein the departure obstacle refers to that the theoretical departure time of the front bus in the public transport is later than the theoretical departure time of the rear bus;

[0032] The control unit is used to control and adjust the driving process of part or all of the public buses if the judgment result of the judgment unit is that there is a departure obstacle, and update the entry sequence and / or the theoretical departure time to reduce the duration of the departure obstacle.

[0033] A bus station entry scheduling device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the bus station entry scheduling method as described above is implemented.

[0034] A computer-readable storage medium stores instructions, and when the instructions are executed on a terminal device, the terminal device executes the above-mentioned bus entry scheduling method.

[0035] It can be seen that the embodiments of the present application have the following beneficial effects:

[0036] The embodiment of the present application can obtain the vehicle information of the public buses expected to enter the station, and then according to the driving speed and real-time position in the vehicle information, the expected arrival time of these public buses can be calculated. The expected arrival time of these public buses is sorted to obtain the arrival order of each public bus. The theoretical departure time of each public bus can be calculated based on the expected arrival time and the expected service time. When the theoretical departure time of the front vehicle is later than the theoretical departure time of the rear vehicle according to the arrival order and the theoretical departure time, it means that the front vehicle will hinder the departure of the rear vehicle, that is, there is a departure obstacle. At this time, it is necessary to control and adjust the driving process of the public bus so that the theoretical departure time of the front vehicle with an obstruction relationship is as early as possible as possible. The theoretical departure time of the rear vehicle is reduced to reduce the departure obstacle. This ensures that the public buses can complete the arrival and departure in an orderly and efficient manner, avoid unnecessary parking delays, and improve the overall operating efficiency and passenger satisfaction of the bus station. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A schematic diagram of an exemplary application scenario provided for an embodiment of the present application;

[0038] Figure 2 A flow chart of a bus station entry scheduling method provided in an embodiment of the present application;

[0039] Figure 3 A schematic diagram of a scenario for guiding the speed of a public transport vehicle in an embodiment of the present application;

[0040] Figure 4 This is another schematic diagram of a scenario for guiding the speed of a public transport vehicle in an embodiment of the present application;

[0041] Figure 5A schematic diagram of a bus entry dispatching device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the embodiments of the present application are further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0043] In order to facilitate understanding and explanation of the technical solution provided by the embodiments of the present application, the background technology of the embodiments of the present application will be described below.

[0044] In the case of limited urban road resources, most stations use multi-berth linear stations. Under this condition, buses need to enter and exit the station in order and cannot overtake. In actual operation, the entry and exit of buses will be planned to achieve orderly entry and exit of buses. However, buses often face challenges from many unforeseen factors, such as changes in road conditions and emergencies, which can easily disrupt the original entry and exit order of buses. This phenomenon not only easily leads to chaos in the platform stop area, but also often causes mutual obstruction between buses, forcing subsequent vehicles to queue and wait. For example, in order, bus No. 1 first enters the station and stops at berth No. 2 of the bus station, and bus No. 2 enters the station and stops at berth No. 3 of the bus station. However, bus No. 2 has a shorter service time in the station. When it needs to leave the station, bus No. 1 has not left the station yet. Bus No. 2 needs to wait for bus No. 1 to leave the station before leaving the station in turn. Therefore, it is impossible to optimize the entry and exit of buses in the prior art.

[0045] Based on this, the embodiment of the present application provides a method, device and equipment for bus station entry and exit scheduling, which can optimize the bus station entry and exit time. When the bus is disturbed, the bus station entry and exit order is restored through speed guidance, dynamic adjustment of signal phase and other methods. At the same time, for buses that still deviate from their original order, their service time is reasonably adjusted to ensure that the incoming vehicles can complete the boarding and alighting of passengers in an orderly and efficient manner and leave the station smoothly, thereby avoiding unnecessary parking delays and improving the overall operational efficiency and passenger satisfaction of the bus station.

[0046] In order to facilitate understanding of the bus station entry scheduling method provided in the embodiment of the present application, Figure 1 See the example scenario shown in the figure. Figure 1 As shown, this figure is a schematic diagram of an exemplary application scenario provided in an embodiment of the present application.

[0047] The embodiment of the present application can be applied to a dispatching platform for public buses, which can obtain vehicle information of public buses, control and adjust the driving process of public buses, etc. In the embodiment of the present application, the estimated arrival time, arrival order, and theoretical departure time of these public buses can be determined by the vehicle information of the public buses in the detection section. Then, it can be determined whether the theoretical departure time of the leading bus is later than the theoretical departure time of the following bus, that is, whether there is a situation of departure obstruction. For example, see Figure 1 As shown, according to the order of entering the station, the theoretical departure time of the front vehicle is 8:00, and the theoretical departure time of the rear vehicle is 7:58, then the front vehicle will hinder the rear vehicle from leaving the station. In this case, the embodiment of the present application will control and adjust the driving conditions of each bus, redetermine the order of entry and / or theoretical departure time, and the goal of the control adjustment is to reduce or eliminate the departure obstacles. For example, after adjustment, the theoretical departure time of the front vehicle is 7:57, and the theoretical departure time of the rear vehicle is 7:58, then the front vehicle will not hinder the rear vehicle from leaving the station, thereby improving the operating efficiency of the bus.

[0048] Those skilled in the art will understand that Figure 1 The framework diagram shown is only an example in which the embodiments of the present application can be implemented. The scope of application of the embodiments of the present application is not limited by any aspect of the framework.

[0049] To facilitate understanding of the embodiments of the present application, a method for dispatching bus entry into a station provided by the embodiments of the present application is described below in conjunction with the accompanying drawings.

[0050] See also Figure 2 As shown in FIG. 1 , this figure is a flow chart of a bus station entry scheduling method provided in an embodiment of the present application, such as Figure 2 As shown, the method may include S201-S206:

[0051] S201: Obtain vehicle information of a public transport vehicle that is expected to arrive at the station, the vehicle information including the travel speed and real-time location.

[0052] In an embodiment of the present application, vehicle information of buses expected to enter the station can be obtained, for example, vehicle information of each bus in the detection section from the preset position upstream of the station to the station can be obtained. The vehicle information may include information such as vehicle number, driving speed, and real-time location. The preset position upstream of the station can be an intersection upstream of the station, a preset distance upstream of the station, etc. The embodiment of the present application does not limit the preset position upstream of the station, and it can be selected according to actual conditions. The means of obtaining vehicle information can be obtained by communication transmission between the Internet of Vehicles and the bus, or collected from a road test sensor set at a preset position upstream of the station. The embodiment of the present application does not limit the means of obtaining vehicle information, and it can be selected according to actual conditions.

[0053] S202: Calculate the estimated arrival time of the public transport vehicle according to the vehicle information.

[0054] Based on the vehicle information obtained above, the estimated arrival time of the bus in the detection section is calculated. For example, the distance between the bus and the station can be determined by the real-time position, and the estimated arrival time of the bus can be calculated by the driving speed. The estimated arrival time can be a time value, such as 8:00, or a countdown time, such as 60 seconds, which means that the bus is expected to arrive in 60 seconds.

[0055] S203: Determine the order in which the buses enter the station according to the estimated entry time.

[0056] By sorting the estimated arrival times from small to large, the estimated arrival order of the buses can be obtained.

[0057] S204: Calculate the theoretical departure time of the bus based on the estimated arrival time and the estimated service time.

[0058] The theoretical departure time of the bus can be calculated by combining the order in which the buses enter the station and the expected service time. Among them, theoretical departure time = expected arrival time + expected service time. Each bus has a preset expected service time, which represents the time required for the bus to pick up and drop off passengers at the station. Similarly, the theoretical departure time can be a time value, such as expected arrival time 8:00 + expected service time 60 seconds = theoretical departure time 8:01, or it can be a countdown time, such as expected arrival time 60 seconds + expected service time 60 seconds = theoretical departure time 120 seconds, which means that the bus is expected to leave the station in 120 seconds.

[0059] In a possible implementation, the method may further include:

[0060] A1: Determine the estimated service time range of the bus based on the estimated arrival time and the estimated service time.

[0061] The expected service time interval can also be obtained from the expected arrival time and the expected service time. Expected service time interval = {expected arrival time, expected arrival time + expected service time}. That is, the expected service time interval of a bus is the expected arrival time of the bus, to the expected arrival time + expected service time. For example, based on the above example, the expected service time interval is 8:00 to 8:01, or the expected service time interval is 60 seconds-120 seconds, which means that the expected service time interval of the bus is from 60 seconds to 120 seconds after the current time.

[0062] A2: Buses with overlapping estimated service time intervals are grouped into the same vehicle set, and the total length of the buses in the vehicle set is less than the capacity of the vehicle set.

[0063] Based on the estimated service time intervals of the vehicles, determine which buses belong to the same vehicle group. Among them, vehicles with overlapping or partially overlapping estimated service time intervals belong to the same vehicle group, and the vehicle group size should be less than or equal to the station capacity. For example, the estimated service time intervals of bus 1 and bus 2 overlap, and the estimated service time intervals of bus 2 and bus 3 overlap, and the total length of bus 1, bus 2, and bus 3 is less than the capacity of the vehicle group, then bus 1, bus 2, and bus 3 are determined to be the same vehicle group.

[0064] S205: judging whether there is a departure obstacle according to the order of entering the station and the theoretical departure time, where the departure obstacle refers to the theoretical departure time of the front bus being later than the theoretical departure time of the rear bus.

[0065] According to the order of entering the station and the theoretical departure time, it can be determined whether there is a situation in which the theoretical departure time of the front bus is later than the theoretical departure time of the rear bus in the detected section. If so, it means that the front bus will hinder the rear bus from leaving the station, that is, there is a departure obstruction. In practical applications, according to the order of entering the station, adjacent buses are grouped together, and the bus with the first entry order is the front bus, and the bus with the later entry order is the rear bus. In this way, it can be determined whether the theoretical departure time of the front bus is later than the theoretical departure time of the rear bus. For example, it can be determined that the theoretical departure time of the front bus is 8:00, which is later than the theoretical departure time of the rear bus, 7:58. At this time, according to the theoretical departure time, the front bus has not left the station when the rear bus needs to leave the station, and the front bus will hinder the rear bus from leaving the station.

[0066] In a possible implementation, S205 may be specifically implemented by determining whether there is an obstacle to leaving the station in the same vehicle group according to the station entry sequence and the theoretical station departure time.

[0067] That is, it is possible to determine, by taking the buses in the same bus group as a unit, whether there is a bus in the same bus group whose theoretical departure time of the leading bus is later than that of the trailing bus.

[0068] S206: If there is a departure obstacle, control and adjust the travel process of some or all public buses, and update the station entry sequence and / or theoretical departure time to reduce the duration of the departure obstacle.

[0069] It is understandable that the buses within the inspection section have not entered the station yet. If there is no situation in which the theoretical departure time of the front bus is later than the theoretical departure time of the rear bus, it means that there is no obstacle to leaving the station. The vehicles can leave the station in an orderly manner according to the theoretical departure time. There is no need to adjust the driving process of the buses, and the buses can enter the station in their current normal operating state.

[0070] If there is a departure obstacle when the theoretical departure time of the front bus is later than the theoretical departure time of the rear bus, the travel process of some or all buses can be adjusted to change the vehicle information of the buses, thereby updating the entry sequence and / or theoretical departure time of the buses. If the entry sequence of the buses changes after the adjustment, the entry sequence and theoretical departure time of the buses can be updated; if the entry sequence of the buses does not change after the adjustment, the theoretical departure time of the buses can be updated.

[0071] In practical applications, it is also possible to return to S205 to re-determine whether there is a departure obstacle in the public transport vehicle. If there is a departure obstacle, the driving process of some or all public transport vehicles is controlled and adjusted. So that the duration of the departure obstacle can be reduced according to the updated entry sequence and the theoretical departure time, so as to reduce or eliminate the departure obstacle. The duration of the departure obstacle is the duration of the theoretical departure time of the front vehicle later than the theoretical departure time of the rear vehicle. For example, if the theoretical departure time of the front vehicle is 8:00 and the theoretical departure time of the rear vehicle is 7:58, the duration of the departure obstacle is 2 minutes. When the duration of the departure obstacle is reduced to 0, it means that the departure obstacle can be completely eliminated.

[0072] In a possible implementation, S206 may be specifically implemented by controlling and adjusting the travel process of some or all buses in the same vehicle group if there is a departure obstacle, and updating the entry sequence and / or theoretical departure time to reduce the duration of the departure obstacle.

[0073] That is, the travel process of some or all of the public buses in the same bus group can be controlled and adjusted, and the entry sequence and / or theoretical departure time can be updated.

[0074] The embodiment of the present application can obtain the vehicle information of the public buses expected to enter the station, and then according to the driving speed and real-time position in the vehicle information, the expected arrival time of these public buses can be calculated. The expected arrival time of these public buses is sorted to obtain the arrival order of each public bus. The theoretical departure time of each public bus can be calculated based on the expected arrival time and the expected service time. When the theoretical departure time of the front vehicle is later than the theoretical departure time of the rear vehicle according to the arrival order and the theoretical departure time, it means that the front vehicle will hinder the departure of the rear vehicle, that is, there is a departure obstacle. At this time, it is necessary to control and adjust the driving process of the public bus so that the theoretical departure time of the front vehicle with an obstruction relationship is as early as possible as possible. The theoretical departure time of the rear vehicle is reduced to reduce the departure obstacle. This ensures that the public buses can complete the arrival and departure in an orderly and efficient manner, avoid unnecessary parking delays, and improve the overall operating efficiency and passenger satisfaction of the bus station.

[0075] When the leading vehicle prevents the following vehicle from leaving the station according to the theoretical departure time, a refined control strategy needs to be adopted to control and adjust the driving process of the public bus.

[0076] In a possible implementation, the specific implementation of controlling the partial or complete adjustment of the travel process of the public transport vehicle in S206 and updating the station entry sequence and / or theoretical station departure time to reduce the duration of the station departure obstacle may include:

[0077] Speed ​​guidance is provided to some or all public buses, and the entry sequence and / or theoretical departure time are updated, so that the duration of departure obstacles is reduced or the departure obstacles are eliminated according to the updated entry sequence and theoretical departure time.

[0078] In the first control strategy, speed guidance can be provided to some or all buses (e.g., buses in the same vehicle group), and the entry sequence and / or theoretical departure time can be updated based on the speed guidance, so that buses with updated theoretical departure times will have no departure obstacles as much as possible.

[0079] In a possible implementation, speed guidance is performed on some or all public transport vehicles, and the entry sequence and / or theoretical departure time are updated, so that the duration of departure obstacles is reduced or the departure obstacles are eliminated according to the updated entry sequence and theoretical departure time. The specific implementation may include:

[0080] If the front vehicle and the rear vehicle in a public bus are on the same road direction, guide the front vehicle to accelerate and / or guide the rear vehicle to decelerate, and update the theoretical departure time so that the departure obstacle is reduced in duration or eliminated according to the updated theoretical departure time.

[0081] In the first implementation method of speed guidance for public buses, for public buses on the same direction road with obstacles to leaving the station, the order of entering the station between the public buses cannot be adjusted. Then the front vehicle is accelerated to enter the station in advance, and / or the rear vehicle is decelerated to delay entering the station. By increasing the distance between vehicles, the theoretical departure time of the rear vehicle after regulation is greater than that of the front vehicle but less than that of the bus after the rear vehicle, the departure obstacles between the front vehicle and the rear vehicle are reduced or eliminated, and new departure obstacles are avoided for the vehicles after the rear vehicle, and the theoretical departure time of each bus is updated.

[0082] See also Figure 3As shown, a schematic diagram of a scenario for speed guidance of public buses is shown. For example, bus 1, bus 2, and bus 3 are buses to be speed-guided, wherein bus 1 is the front bus and bus 2 is the rear bus, and the front bus hinders the rear bus from leaving the station. Then, bus 1 can be accelerated and regulated, and / or bus 2 can be decelerated and regulated to delay its entry into the station. The theoretical departure time of bus 2 is made later than the theoretical departure time of bus 1, or the duration of the departure obstruction is reduced. At the same time, the theoretical departure time of bus 2 cannot be later than the theoretical departure time of bus 3, causing new departure obstructions. Finally, the theoretical departure time of each bus is updated, so that the departure obstructions of the buses can be reduced or eliminated and they can leave the station in an orderly manner.

[0083] In a possible implementation, speed guidance is performed on some or all public transport vehicles, and the entry sequence and / or theoretical departure time are updated, so that the duration of departure obstacles is reduced or the departure obstacles are eliminated according to the updated entry sequence and theoretical departure time. The specific implementation may include:

[0084] If the front vehicle and the rear vehicle in a public bus are on roads in different directions, guide the front vehicle to accelerate and / or guide the rear vehicle to decelerate, or guide the rear vehicle to accelerate and / or the front vehicle to decelerate so that the rear vehicle overtakes the front vehicle after passing the intersection upstream of the station, and update the entry sequence and / or theoretical departure time to reduce the duration of departure obstacles or eliminate the departure obstacles according to the updated entry sequence and theoretical departure time.

[0085] In the second implementation method of speed guidance for public buses, for public buses on roads in different directions and with obstacles to leaving the station, in addition to speed guidance to change the time it takes for the public buses to arrive at the intersection, thereby increasing the headway time after the public buses pass through the intersection, the vehicle order of the public buses after passing the intersection can also be changed, thereby eliminating obstacles to leaving the station between each vehicle, and updating the entry order and / or theoretical departure time.

[0086] See also Figure 4 As shown, a schematic diagram of a scenario for guiding the speed of buses is shown. Bus 1, Bus 2, and Bus 3 are buses to be guided for speed, and the original order of vehicles entering the station is Bus 1, Bus 2, and Bus 3, and the theoretical departure time of Bus 2 is later than the theoretical departure time of Bus 3. Then, by guiding Bus 3 to accelerate and Bus 2 to decelerate, Bus 3 can exceed Bus 2 after passing the intersection, and the order of vehicles entering the station is updated to Bus 1, Bus 3, and Bus 2, and the updated theoretical departure time of each bus does not hinder the departure, so that the buses can leave the station in an orderly manner.

[0087] In a possible implementation, the specific implementation of controlling the partial or complete adjustment of the travel process of the public transport vehicle in S206 and updating the station entry sequence and / or theoretical station departure time to reduce the duration of the station departure obstacle may include:

[0088] Adjust the duration of the corresponding phase of the signal light at the intersection upstream of the station, and update the entry sequence and / or theoretical departure time, so as to reduce the duration of departure obstacles or eliminate departure obstacles according to the updated entry sequence and theoretical departure time.

[0089] In the second control strategy, if the first control strategy cannot solve the problem of the leading vehicle obstructing the following vehicle from leaving the station, the speed guidance and signal light adjustment strategies are combined to eliminate or reduce the obstruction to leaving the station between the leading vehicle and the following vehicle by extending the green light time at the intersection upstream of the station to allow the leading vehicle to continue to pass through the intersection or changing the light to red in advance to prevent the following vehicle from passing through the intersection, and update the entry order and / or theoretical departure time.

[0090] If the above-mentioned control strategy still cannot eliminate the departure obstacles between the front and rear vehicles, the estimated service time of the bus can be adjusted before the bus enters the station.

[0091] In a possible implementation, if there are still obstacles to leaving the station after controlling and adjusting the travel process of some or all public buses, the method for dispatching public buses entering the station provided in the embodiment of the present application may further include:

[0092] Before a bus with departure obstacles enters the station, the estimated service time of the preceding bus is shortened and / or the estimated service time of the following bus is extended.

[0093] In an embodiment of the present application, after the driving process of the public bus is controlled and adjusted, if there is still a problem of the front vehicle obstructing the rear vehicle from leaving the station, the departure obstruction problem can be eliminated by shortening the estimated service time of the vehicle that obstructs the rear vehicle from leaving the station and appropriately extending the estimated service time of the vehicle that is obstructed from leaving the station, based on factors such as the busyness of the station and the vehicle load rate. This allows the updated estimated departure time of the public bus to meet the needs of orderly departure.

[0094] In a possible implementation, before a public transport vehicle with departure obstacles enters a station, the estimated service time of the preceding vehicle is shortened and / or the estimated service time of the following vehicle is extended, including:

[0095] B1: Before a bus with obstacles to leaving the station enters the station, determine the shortening of the service time of the preceding bus and the extension of the service time of the following bus. The shortening of the service time of the preceding bus is in the range of 0 to the first duration, and the extension of the service time of the following bus is in the range of the second duration to the third duration; wherein the first duration is the estimated service time of the preceding bus minus the minimum service time of the preceding bus, and the minimum service time of the preceding bus is determined according to the actual operation index of the preceding bus; the second duration is the theoretical departure time of the preceding bus minus the theoretical departure time of the following bus, and the third duration is the theoretical departure time of the adjacent vehicle behind the following bus minus the theoretical departure time of the following bus. The actual operation index of the preceding bus can be selected according to the actual operation status of the bus, and may include the number of boarding passengers, the number of disembarking passengers, the boarding time of a single passenger, the disembarking time of a single passenger, and the vehicle full load rate, etc.

[0096] In the embodiment of the present application, it is assumed that the vehicle that is blocked from leaving the station is C current (i.e., the following vehicle in the embodiment of the present application), the vehicle in front that prevents it from leaving the station is C front (i.e., the front vehicle in the embodiment of the present application), the rear vehicle of the vehicle that is blocked from leaving the station is C back (i.e., the adjacent vehicle behind the rear vehicle in the embodiment of the present application). The decision variable introduced is the reduction in the service time of the front vehicle Δt front , the extension of the follow-up service time Δt current In practical applications, the two decision variables can be assigned different weights ω1 and ω2 and the weighted sum can be used to obtain the objective function, that is, the total adjustment of service time Δt = min{ω1Δt front +ω2Δt current}, so that the total adjustment of service time Δt is minimized.

[0097] Furthermore, the constraints on the objective function are as follows:

[0098] For reducing the service time, the front vehicle C front , assuming that its expected service time is T front The actual operation indicators of the bus include the number of passengers getting on the bus, which is n1, the number of passengers getting off the bus, which is n2, and the boarding time and getting off time of a single passenger, which are t on and t off , the vehicle load rate is p, and the minimum service time of the front vehicle is calculated to be t front =f(n1,n2,t on ,t off ,p), then the reduction of the preceding vehicle’s service time = {0, the preceding vehicle’s expected service time - the preceding vehicle’s minimum service time}, that is, Δt front ={0, T front -t front}.

[0099] In the embodiment of the present application, the estimated service time can be understood as an average service time of a bus obtained through historical data or an average service time calculated by other means, and the minimum service time is calculated by the number of passengers getting on and off the bus, as well as the time of passengers getting on and off the bus, the vehicle load rate, etc. obtained through real-time detection at the platform before the bus enters the station. By determining the minimum service time, it is possible to further determine the service time that can be shortened for the preceding vehicle. current , assuming C front , C current , C back The corresponding estimated departure times are Then the extension of the service time of the rear car = {the theoretical departure time of the front car - the theoretical departure time of the rear car, the theoretical departure time of the adjacent car after the rear car - the theoretical departure time of the rear car}, that is,

[0100]

[0101] B2: shortening the estimated service time of the preceding vehicle by the amount by which the service time of the preceding vehicle is shortened and / or extending the estimated service time of the succeeding vehicle by the amount by which the service time of the succeeding vehicle is extended.

[0102] In this way, the estimated service time of the preceding vehicle is shortened according to the shortened service time of the preceding vehicle, and / or the estimated service time of the following vehicle is extended according to the extended service time of the following vehicle. This allows the preceding vehicle to leave the station in advance according to the updated estimated service time, and the following vehicle to leave the station later according to the updated estimated service time, thereby reducing or eliminating the obstacles between buses leaving the station and ensuring the orderly exit of the buses.

[0103] Based on the bus entry scheduling method provided by the above method embodiment, the embodiment of the present application also provides a bus entry scheduling device, which will be described below in conjunction with the accompanying drawings.

[0104] See also Figure 5 As shown in FIG. 1 , this figure is a schematic diagram of the structure of a bus station entry dispatching device provided in an embodiment of the present application. Figure 5 As shown, the bus station entry dispatching device includes:

[0105] An acquisition unit 501 is used to acquire vehicle information of a public transport vehicle that is expected to enter the station, wherein the vehicle information includes a travel speed and a real-time position;

[0106] A first calculation unit 502 is used to calculate the estimated arrival time of the public transport vehicle according to the vehicle information;

[0107] A first determining unit 503 is used to determine the order of the public buses entering the station according to the estimated entry time;

[0108] A second calculation unit 504 is used to calculate the theoretical departure time of the public transport vehicle based on the estimated arrival time and the estimated service time;

[0109] A judging unit 505 is used to judge whether there is a departure obstacle according to the station entry sequence and the theoretical departure time, wherein the departure obstacle refers to that the theoretical departure time of the front bus in the bus is later than the theoretical departure time of the rear bus;

[0110] The control unit 506 is used to control and adjust the travel process of some or all public buses if the judgment result of the judgment unit is that there is a departure obstacle, and update the entry sequence and / or the theoretical departure time to reduce the duration of the departure obstacle.

[0111] In a possible implementation manner, the control unit is specifically configured to:

[0112] If the judgment result of the judgment unit is that there is an obstacle to leaving the station, speed guidance is performed on some or all of the public buses, and the entry sequence and / or the theoretical departure time are updated, so that the duration of the obstacle to leaving the station is reduced or the obstacle to leaving the station is eliminated according to the updated entry sequence and theoretical departure time.

[0113] In a possible implementation manner, the control unit is specifically configured to:

[0114] If the judgment result of the judgment unit is that there is an obstacle to leaving the station and the front vehicle and the rear vehicle in the public bus are on the same direction of the road, the front vehicle is guided to accelerate and / or the rear vehicle is guided to decelerate, and the theoretical departure time is updated, so that the duration of the obstacle to leaving the station is reduced or the obstacle to leaving the station is eliminated according to the updated theoretical departure time.

[0115] In a possible implementation manner, the control unit is specifically configured to:

[0116] If the judgment result of the judgment unit is that there is an obstacle to leaving the station and the front vehicle and the rear vehicle in the public bus are on roads in different directions, the front vehicle is guided to accelerate and / or the rear vehicle is guided to decelerate, or the rear vehicle is guided to accelerate and / or the front vehicle is decelerated so that the rear vehicle exceeds the front vehicle after passing the intersection upstream of the station, and the entry sequence and / or the theoretical departure time are updated, so that the duration of the departure obstacle is reduced or the departure obstacle is eliminated according to the updated entry sequence and theoretical departure time.

[0117] In a possible implementation manner, the control unit is specifically configured to:

[0118] If the judgment result of the judgment unit is that there is an obstacle to leaving the station, the duration of the corresponding phase of the signal light at the intersection upstream of the station is adjusted, and the entry sequence and / or the theoretical departure time are updated, so that the duration of the obstacle to leaving the station is reduced or the obstacle to leaving the station is eliminated according to the updated entry sequence and theoretical departure time.

[0119] In a possible implementation manner, the device further includes:

[0120] The adjustment unit is used to shorten the expected service time of the preceding bus and / or extend the expected service time of the following bus before the bus with the exit obstacle enters the station.

[0121] In a possible implementation manner, the adjustment unit is specifically configured to:

[0122] Before a bus with obstacles in leaving the station enters the station, the shortening amount of the service time of the preceding bus and the lengthening amount of the service time of the following bus are determined, wherein the shortening amount of the service time of the preceding bus is in the range of 0 to the first length, and the lengthening amount of the service time of the following bus is in the range of the second length to the third length; wherein the first length is the estimated service time of the preceding bus minus the minimum service time of the preceding bus, and the minimum service time of the preceding bus is determined according to the actual operation index of the preceding bus; the second length is the theoretical departure time of the preceding bus minus the theoretical departure time of the following bus, and the third length is the theoretical departure time of the adjacent vehicle behind the following bus minus the theoretical departure time of the following bus;

[0123] The estimated service time of the leading vehicle is shortened according to the shortened service time of the leading vehicle and / or the estimated service time of the following vehicle is extended according to the extended service time of the following vehicle.

[0124] In a possible implementation manner, the device further includes:

[0125] A second determining unit, configured to determine an estimated service time interval of the public transport vehicle based on the estimated arrival time and the estimated service time;

[0126] A division unit, used for dividing the public buses with overlapping estimated service time intervals into the same vehicle group, and the total length of the public buses in the vehicle group is less than the capacity of the vehicle group;

[0127] The judging unit is specifically used to judge whether there is a departure obstacle in the public buses in the same vehicle group according to the station entry sequence and the theoretical departure time;

[0128] The control unit is specifically used to control and adjust the driving process of some or all public buses in the same vehicle group if the judgment result of the judgment unit is that there is an obstacle to leaving the station, and update the entry sequence and / or the theoretical departure time to reduce the duration of the obstacle to leaving the station.

[0129] In addition, an embodiment of the present application also provides a bus entry scheduling device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the bus entry scheduling method as described in any one of the above items is implemented.

[0130] An embodiment of the present application further provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a terminal device, the terminal device executes the bus entry scheduling method as described in any one of the above items.

[0131] An embodiment of the present application also provides a computer program product, including computer program instructions. When the computer program instructions are executed on a computer, the computer executes the bus entry scheduling method as described in any one of the above items.

[0132] The embodiment of the present application can obtain the vehicle information of the public buses expected to enter the station, and then according to the driving speed and real-time position in the vehicle information, the expected arrival time of these public buses can be calculated. The expected arrival time of these public buses is sorted to obtain the arrival order of each public bus. The theoretical departure time of each public bus can be calculated based on the expected arrival time and the expected service time. When the theoretical departure time of the front vehicle is later than the theoretical departure time of the rear vehicle according to the arrival order and the theoretical departure time, it means that the front vehicle will hinder the departure of the rear vehicle, that is, there is a departure obstacle. At this time, it is necessary to control and adjust the driving process of the public bus so that the theoretical departure time of the front vehicle with an obstruction relationship is as early as possible as possible. The theoretical departure time of the rear vehicle is reduced to reduce the departure obstacle. This ensures that the public buses can complete the arrival and departure in an orderly and efficient manner, avoid unnecessary parking delays, and improve the overall operating efficiency and passenger satisfaction of the bus station.

[0133] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referred to each other. For the system or device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0134] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0135] It should also 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. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0136] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0137] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for dispatching bus entry into a station, characterized in that: The method comprises: Obtaining vehicle information of a public transport vehicle expected to enter the station, the vehicle information including travel speed and real-time location; Calculating the estimated arrival time of the public transport vehicle according to the vehicle information; Determining the order in which the public buses enter the station according to the estimated entry time; Calculate the theoretical departure time of the public transport vehicle based on the estimated arrival time and the estimated service time; According to the station entry sequence and the theoretical station departure time, determining whether there is a station departure obstacle, wherein the station departure obstacle refers to that the theoretical station departure time of the front bus is later than the theoretical station departure time of the rear bus among the public buses; If there is a departure obstacle, the travel process of some or all public buses is controlled and adjusted, and the entry sequence and / or the theoretical departure time are updated to reduce the duration of the departure obstacle.

2. The method according to claim 1, characterized in that: The control adjusts the travel process of some or all public transport vehicles and updates the station entry sequence and / or the theoretical station departure time to reduce the duration of the station departure obstacle, including: Speed ​​guidance is performed on some or all public buses, and the entry sequence and / or the theoretical departure time are updated, so that the departure obstacle is reduced in duration or eliminated according to the updated entry sequence and theoretical departure time.

3. The method according to claim 2, characterized in that The speed guidance of some or all public transport vehicles and updating the station entry sequence and / or the theoretical station departure time, so as to reduce the duration of the station departure obstacle or eliminate the station departure obstacle according to the updated station entry sequence and the theoretical station departure time, includes: If the front vehicle and the rear vehicle in the public transport are on the same direction of the road, the front vehicle is guided to accelerate and / or the rear vehicle is guided to decelerate, and the theoretical departure time is updated, so that the duration of the departure obstacle is reduced or the departure obstacle is eliminated according to the updated theoretical departure time.

4. The method according to claim 2, characterized in that: The speed guidance of some or all public transport vehicles and updating the station entry sequence and / or the theoretical station departure time, so as to reduce the duration of the station departure obstacle or eliminate the station departure obstacle according to the updated station entry sequence and the theoretical station departure time, includes: If the front vehicle and the rear vehicle in the public bus are on roads in different directions, the front vehicle is guided to accelerate and / or the rear vehicle is guided to decelerate, or the rear vehicle is guided to accelerate and / or the front vehicle is decelerated so that the rear vehicle exceeds the front vehicle after passing the intersection upstream of the station, and the entry sequence and / or the theoretical departure time are updated, so that the duration of the departure obstacle is reduced or the departure obstacle is eliminated according to the updated entry sequence and theoretical departure time.

5. The method according to claim 1, characterized in that The control adjusts the travel process of some or all public transport vehicles and updates the station entry sequence and / or the theoretical station departure time to reduce the duration of the station departure obstacle, including: Adjust the duration of the corresponding phase of the signal light at the intersection upstream of the station, and update the entry sequence and / or the theoretical departure time, so as to reduce the duration of the departure obstacle or eliminate the departure obstacle according to the updated entry sequence and theoretical departure time.

6. The method according to any one of claims 1 to 5, characterized in that: If there is still an obstacle to leaving the station after controlling and adjusting the travel process of some or all public transport vehicles, the method further includes: Before a bus with departure obstacles enters the station, the estimated service time of the preceding bus is shortened and / or the estimated service time of the following bus is extended.

7. The method according to claim 6, characterized in that The method of shortening the estimated service time of the preceding bus and / or extending the estimated service time of the following bus before the bus with the exit obstruction enters the station includes: Before a bus with obstacles in leaving the station enters the station, the shortening amount of the service time of the preceding bus and the lengthening amount of the service time of the following bus are determined, wherein the shortening amount of the service time of the preceding bus is in the range of 0 to the first length, and the lengthening amount of the service time of the following bus is in the range of the second length to the third length; wherein the first length is the estimated service time of the preceding bus minus the minimum service time of the preceding bus, and the minimum service time of the preceding bus is determined according to the actual operation index of the preceding bus; the second length is the theoretical departure time of the preceding bus minus the theoretical departure time of the following bus, and the third length is the theoretical departure time of the adjacent vehicle behind the following bus minus the theoretical departure time of the following bus; The estimated service time of the leading vehicle is shortened according to the shortened service time of the leading vehicle and / or the estimated service time of the following vehicle is extended according to the extended service time of the following vehicle.

8. A bus station dispatching device, characterized in that: The device comprises: An acquisition unit, used to acquire vehicle information of a public transport vehicle expected to enter the station, wherein the vehicle information includes a travel speed and a real-time position; A first calculation unit, used to calculate the estimated arrival time of the public bus according to the vehicle information; A first determining unit, configured to determine the order in which the public buses enter the station according to the estimated entry time; A second calculation unit is used to calculate the theoretical departure time of the public transport vehicle based on the estimated arrival time and the estimated service time; A judging unit, configured to judge whether there is a departure obstacle according to the station entry sequence and the theoretical departure time, wherein the departure obstacle refers to that the theoretical departure time of the front bus in the public transport is later than the theoretical departure time of the rear bus; The control unit is used to control and adjust the driving process of part or all of the public buses if the judgment result of the judgment unit is that there is a departure obstacle, and update the entry sequence and / or the theoretical departure time to reduce the duration of the departure obstacle.

9. A bus station dispatching device, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the bus station entry scheduling method as described in any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores instructions, and when the instructions are executed on the terminal device, the terminal device executes the bus entry scheduling method as described in any one of claims 1 to 7.

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