Passenger and freight co-transport mode-based demand response bus path optimization method and system

Abstract

The application belongs to the technical field of logistics, and particularly relates to a demand response bus path optimization method and system based on a passenger and cargo joint transport mode, which comprises a user terminal, the user terminal is used for sending basic transport demand information of passengers or cargos to an information center and receiving feedback information, and information acquisition and journey supervision of the information center are accepted; the information center is used for acquiring passenger and cargo information of the user terminal and vehicle operation information of a bus company terminal, processing, storing and transmitting information to a management platform; a path planning unit is used for acquiring information from the information center, executing an algorithm module based on passenger / cargo information of the customer and vehicle information of the company, generating a passenger and cargo transport vehicle path scheme and transmitting the passenger and cargo transport vehicle path scheme to the user terminal, efficient collection and in-depth analysis of passenger and cargo transport demand information are realized, a reliable and efficient vehicle transport scheme can be formulated, and potential value of passenger and cargo demand information is fully tapped.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of logistics, and in particular to a demand response bus path optimization method and system based on a passenger and freight co-transport mode. BACKGROUND

[0002] During the peak period of urban traffic, the increase in travel demand leads to a significant increase in traffic volume. Due to the slow speed and long body of freight vehicles, the resulting traffic congestion will lead to a significant increase in carbon emissions. On the other hand, during off-peak hours, the amount of resident travel is small, resulting in a large amount of surplus capacity in the urban public transportation system. Therefore, how to balance the supply and demand of passenger and freight transportation between peak and off-peak hours is a very worthwhile problem to consider. Making full use of the redundant capacity of the public transportation system during off-peak hours using the existing urban transportation network to promote the coordinated development of part of the freight demand and public transportation is a more feasible solution at present.

[0003] Existing transportation planning methods for passenger and freight co-transport mainly focus on rail transportation, but demand response buses, as a public transportation mode that provides point-to-point services, have not received enough attention in the field of passenger and freight co-transport. In addition, due to the service characteristics of public transportation, the principle of passenger priority should still be considered during the process of public transportation service. However, most existing public transportation passenger and freight co-transport planning methods do not incorporate this principle into the modeling process. How to effectively analyze and integrate passenger and freight demand and reasonably plan the operating path of demand response buses based on actual conditions so that they can meet customer demand at the lowest cost is a key problem that needs to be solved urgently. SUMMARY

[0004] The present application provides a demand response bus path optimization method and system based on a passenger and freight co-transport mode. By constructing a mixed integer programming model of the vehicle path problem under the passenger and freight co-transport scenario and establishing a suitable algorithm to solve it, various exact algorithms (such as branch and bound method, cutting plane method, etc.) can be applied as the operational optimization method matures, laying a methodological foundation for the calculation of this type of mixed integer programming model.

[0005] The present application aims to address the problem of uneven utilization of traffic resources caused by the imbalance between passenger and freight flows in existing urban transportation systems. Based on the different travel demands of passengers and freight, including the amount of traffic, the origin and destination of transportation, and the transportation time window demand, a vehicle path optimization strategy is proposed for passenger and freight transportation problems in demand response bus systems. This strategy takes into account the principle of passenger priority and aims to achieve supply and demand balance under the passenger and freight co-transport mode, providing a new perspective and solution for the efficient operation of demand response bus systems. The specific technical solution is as follows:

[0006] In one aspect of the present application, a demand response bus path optimization system based on passenger and cargo mixed transport mode is provided, comprising:

[0007] a user terminal for sending passenger or cargo basic transport demand information to an information center and receiving feedback information, and accepting information acquisition and trip supervision from the information center;

[0008] an information center for acquiring passenger and cargo information from the user terminal and vehicle operation information from the bus company terminal, processing, storing and transmitting information to a management platform;

[0009] a path planning unit for acquiring information from the information center, executing an algorithm module based on passenger and cargo information from the user and vehicle information from the company, generating passenger and cargo transport vehicle path solutions and transmitting them to the user terminal.

[0010] Preferably, the user terminal includes a user-owned smart device with communication function, which includes a user input module, a user output module, a user sending module and a user receiving module, and the user input module, the user output module, the user sending module and the user receiving module are separately interfaced or integrated, and the user input module and the user output module can be interfaced with other systems or devices.

[0011] Preferably, the user input module is used for user input of passenger and cargo transport demand, which includes transport origin and destination, transport time window requirement and transport quantity.

[0012] Preferably, the user output module is used to show passenger and cargo transport information and bus vehicle information to the user.

[0013] The user sending module is used for the user terminal to transmit passenger and cargo transport information to the information center.

[0014] The user receiving module is used to receive data from the path planning unit.

[0015] Preferably, the information center includes an information receiving module, an information processing module, an information storage module and an information transmission module.

[0016] The information receiving module is used to receive two types of information, including passenger and cargo information provided by the user terminal, and vehicle operation information from the bus company terminal.

[0017] The information processing module is used to process the received information.

[0018] The information storage module is used to store real-time data and historical data.

[0019] The information transmission module is used to transmit the processed and stored information to the path planning unit.

[0020] Preferably, the path planning unit comprises an information receiving module, an information transmitting module, an optimization model module and an algorithm module.

[0021] The information receiving module is configured to receive the passenger / cargo information processed by the information hub.

[0022] The information transmitting module is configured to transmit the vehicle path scheme generated by the system to the user terminal.

[0023] The optimization model module comprises a demand service constraint component, a service time window constraint component, a vehicle capacity constraint component and a target function component.

[0024] Preferably, the demand service constraint component is configured to constrain the demand service, comprising Formula 1, which is configured to ensure that the demand response bus can serve all the screened demands;

[0025] Formulae 2 to 4 are configured to ensure that the vehicle must start from the departure transportation station site and return to the site, and meet the requirements of arriving at and leaving each customer site;

[0026] Formula 5 is a coupling constraint, which is configured to ensure that the starting point and the ending point of the same demand must be served by the same vehicle;

[0027]

[0028] The service time window constraint component is configured to constrain the service time window, comprising Formula 6, which is configured to express that the time for vehicle k to arrive at the next service point j through path x ijk after completing the service at demand point i should not be greater than the service start time of the point j;

[0029] Formula 7 is a vehicle transportation priority constraint;

[0030] Formula 8 is a demand point service time window constraint;

[0031]

[0032]

[0033] The vehicle capacity constraint component comprises Formula 9 and Formula 10, which respectively express that the passenger / cargo loading amount of vehicle k when leaving point j after arriving at the next service point j through path x ijk after completing the service at demand point i should be equal to the sum of the passenger / cargo loading amount of the vehicle after leaving point i and the passenger / cargo loading amount at point j;

[0034] Formula 11 expresses that the total loading amount of vehicle k at point i should not be greater than the vehicle capacity;

[0035]

[0036] The target function component is used to increase the priority of passengers in the system, which is obtained by formula twelve:

[0037]

[0038] Preferably, the algorithm module is used to search for the optimal route of the vehicle passenger and freight transport.

[0039] Another aspect of the present application provides a demand response bus path optimization method based on the passenger and freight mixed transport mode, comprising the following steps:

[0040] S1: The information center receives the basic transport information of passengers and goods from the user terminal;

[0041] S2: The path planning unit obtains information from the information center, executes the optimization model module and the algorithm module according to the basic information of the customers, generates suitable transport schemes for different customer groups, and transmits the transport scheme details to the user terminal and presents the transport scheme details through the user interface;

[0042] S3: The user transport demand service is over, the information center obtains the actual transport condition from the user terminal and transmits it to the path planning unit;

[0043] S4: The path planning unit analyzes the utility of different user groups and the accuracy of the planned path, and updates and maintains the optimization model and the algorithm module based on this.

[0044] Advantages:

[0045] 1. The present application realizes efficient collection and in-depth analysis of passenger and freight transport demand information, so that reliable and efficient vehicle transport schemes can be developed, and the potential value of passenger and freight demand information is fully tapped.

[0046] 2. The present application constructs an innovative passenger and freight mixed transport mixed integer programming model, and uses an advanced branch and cut algorithm to generate the optimal path scheme of the passenger and freight transport vehicle. This method not only effectively balances the traffic resources and improves the operation efficiency of the entire traffic system, but also reduces the negative impact of traffic transportation on the environment, and realizes mutual benefit and win-win between passengers, bus companies and freight companies.

[0047] 3. In the design of the optimization model, the present application particularly emphasizes the principle of "passenger priority". Compared with the traditional scheme without considering this condition, the present application realizes significant reduction in total cost, with the optimal target value reduced to 674.38, and the reduction rate reaching 53.97%. This achievement not only shows the great advantage of the present application in cost control, but also proves its excellent ability in improving the overall performance of the traffic system. BRIEF DESCRIPTION OF DRAWINGS

[0048] Figure 1 is a structural schematic diagram of the path planning unit in the present application;

[0049] Figure 2 is a schematic diagram of the execution process of the path planning unit in the present application;

[0050] Figure 3 is a schematic diagram of the execution process of the solving algorithm module in the present application;

[0051] Figure 4 is a schematic diagram of the generated passenger and cargo co-transport bus driving path scheme in the present application;

[0052] Figure 5 is a parameter and variable meaning diagram of the optimization model module in the present application. DETAILED DESCRIPTION

[0053] The technical solutions of the present application will be described in detail below with the aid of the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present application and the specific features in the embodiments are detailed descriptions of the technical solutions of the present application, and are not limitations of the technical solutions of the present application. In the case of no conflict, the technical features in the embodiments of the present application and the embodiments can be combined with each other.

[0054] In this paper, the term "and / or" is only a description of the association relationship between the associated objects, which means that there can be three kinds of relationships, for example, A and / or B, which can represent the existence of A alone, the existence of A and B at the same time, and the existence of B alone. In addition, the character " / " in this paper generally represents an "or" relationship between the associated objects before and after it.

[0055] Embodiment 1: The present application provides a demand response bus path optimization system based on a passenger and cargo co-transport mode, which comprises:

[0056] A user terminal, which is used to send basic passenger or cargo transport demand information to an information center and receive feedback information, and accept information acquisition and journey supervision from the information center;

[0057] An information center, which is used to acquire passenger and cargo information from the user terminal and vehicle operation information from the bus company terminal, process, store and transmit information to a management platform; a path planning unit, which is used to acquire information from the information center, execute an algorithm module based on the passenger / cargo information of the customer and the vehicle information of the company, generate a passenger and cargo transport vehicle path scheme and transmit it to the user terminal;

[0058] Specifically, the user terminal includes a user-owned smart device (such as a smartphone, a computer, etc.) with communication functions, which includes a user input module, a user output module, a user sending module, and a user receiving module, and the user input module, the user output module, the user sending module, and the user receiving module are separately interfaced or integrated, and the user input module and the user output module can be interfaced with other systems or devices.

[0059] Specifically, the user input module is used for user input of passenger / cargo transportation demand, and the user input of passenger / cargo transportation demand includes transportation origin and destination, transportation time window requirement, transportation quantity, and the like. The user input module supports multiple input methods, including text input, picture input, voice input, and the like.

[0060] Specifically, the user output module is used for showing passenger / cargo transportation information and bus vehicle information to the user, including map display, vehicle path scheme, and vehicle driving information, etc. The module can include multiple output forms such as system push and voice prompt.

[0061] The user sending module is used for transmitting passenger / cargo transportation information from the user terminal to the information hub.

[0062] The user receiving module is used for receiving data from the path planning unit, including a planned vehicle path scheme, a predicted start service time, a predicted arrival time, and the like.

[0063] Specifically, the information hub includes an information receiving module, an information processing module, an information storage module, and an information transmission module.

[0064] The information receiving module is used for receiving two types of information, including passenger / cargo information provided by the user terminal, and vehicle operation information of the bus company end.

[0065] The information processing module is used for processing the received information, using a standardized interface to unify data of different sources and formats, and using a centralized management mechanism to ensure the efficiency and security of data processing.

[0066] The information storage module is used for storing real-time data and historical data, and the stored data provides necessary historical reference and data support to support stable operation of the system and instant query of data.

[0067] The information transmission module is used for transmitting the processed and stored information to the path planning unit.

[0068] Specifically, the path planning unit includes an information receiving module, an information transmission module, an optimization model module, and an algorithm module.

[0069] The information receiving module is used for receiving passenger / cargo information processed by the information hub.

[0070] The information transmission module is configured to transmit a vehicle path scheme generated by the system to a user terminal.

[0071] The optimization model module comprises a demand service constraint component, a service time window constraint component, a vehicle capacity constraint component, and a target function component.

[0072] Specifically, the demand service constraint component is configured to constrain demand service, and comprises Formula 1, which is configured to ensure that demand response buses can serve all screened demands;

[0073] Formulas 2 to 4 are configured to ensure that vehicles must start from a departure transportation station site and return to the site, and meet the requirements of arriving at and leaving each customer site;

[0074] Formula 5 is a coupling constraint, which is configured to ensure that the starting point and the ending point of the same demand must be served by the same vehicle;

[0075] Specifically, since the transportation task is to meet the demands after the platform processes the agreed reservation requests, it is necessary to ensure that demand response buses can serve all screened demands, and the setting of Formula 1 meets this constraint. Formulas 2 to 4 are classic flow balance constraints, which ensure that vehicles must start from a departure transportation station site and return to the site, and meet the requirements of arriving at and leaving each customer site. In addition, Formula 5 is a coupling constraint, which ensures that the starting point and the ending point of the same demand must be served by the same vehicle.

[0076]

[0077] The service time window constraint component is configured to constrain service time windows, and comprises Formula 6, which is configured to express that, after vehicle k ends the service at demand point i, the time of arriving at the next service point j through path x ijk must not be greater than the service start time of the point;

[0078] Formula 7 is a vehicle transportation priority constraint;

[0079] Formula 8 is a demand point service time window constraint;

[0080] Furthermore, in order to ensure that vehicles meet demands within the expected time period, it is necessary to add appropriate time constraints to demand response buses. Formula 6 expresses that, after vehicle k ends the service at demand point i, the time of arriving at the next service point j through path x ijk must not be greater than the service start time of the point, Formula 7 is a vehicle transportation priority constraint, that is, for each passenger and freight transportation demand, the service order of the pick-up (pick-up) demand must be earlier than the drop-off (delivery) demand, and Formula 8 is a demand point service time window constraint, that is, the time s ik at which vehicle k starts to serve demand point i must not be earlier than ai , and no later than b i .

[0081]

[0082] wherein the vehicle capacity constraint component includes equation nine and equation ten, which respectively represent that after vehicle k finishes service at demand point i, it arrives at the next service point j through path x ijk , and the passenger / cargo load amount when leaving j point needs to be equal to the sum of the passenger / cargo load amount after leaving point i and the passenger (cargo) amount on and off at j point;

[0083] wherein equation eleven represents that the total load amount of vehicle k at i point cannot be greater than the vehicle capacity;

[0084] As a kind of reservation travel tool, demand response bus needs to ensure that there is enough personal space in its carriage (i.e. cannot exceed the rated capacity of vehicle). Therefore, the number of passengers and goods in the vehicle needs to be limited in the model, and equation nine and equation ten respectively represent that after vehicle k finishes service at demand point i, it arrives at the next service point j through path x ijk , and the passenger / cargo load amount when leaving j point needs to be equal to the sum of the passenger / cargo load amount after leaving point i and the passenger (cargo) amount on and off at j point, and equation eleven illustrates that the total load amount of vehicle k at i point cannot be greater than the vehicle capacity.

[0085]

[0086] wherein the objective function component is used to increase the priority of passengers in the system, which is obtained by equation twelve:

[0087] Considering the realistic scenario of coexistence of passenger and cargo transport demand, the priority of passenger transport in the bus system is greater than that of cargo transport. Therefore, by increasing a passenger priority item in the objective function, the priority of passengers in the system is increased (the station with more passenger demand needs to be served preferentially), and thus:

[0088]

[0089] Specifically, the algorithm model searches the optimal route of vehicle passenger and cargo transport.

[0090] According to the distribution of passenger and cargo demand points and the difference in demand, a branch and cut algorithm is used to generate multiple candidate route schemes; the cost of each candidate route is calculated based on the information of each candidate feasible path; and a route with the minimum operation cost is generated. First, the algorithm defines the passenger and cargo demand points, bus stations and service time window restrictions, and then establishes a mixed integer linear programming model, the goal of which is to minimize the operation cost. The algorithm relaxes the integer programming problem into a linear programming problem, solves it to obtain an initial solution, and then uses the solution to define the solution space of the original problem. Next, the algorithm selects key variables for branching, creates two sub-problems, and limits the value range of the variables. The solution space is narrowed by adding cut planes, and this process is called cutting. The algorithm iteratively performs the branching and cutting steps to gradually approach the optimal solution until the optimal solution is found or the stopping condition is met. If the current branch is not feasible, the algorithm will backtrack to the last branching point and select another branch to continue solving. During the solving process, a suitable heuristic algorithm can also be used to speed up the solving process. The advantage of the algorithm is its efficient branching strategy and accurate cutting technology, which not only improves the solving speed, but also enhances the accuracy of the solution. In addition, the algorithm design is flexible, allowing for adjustments to key parameters to adapt to different application scenarios.

[0091] As can be seen from the above, the path planning unit in the application can be used for different optimization objectives, such as minimum time cost, minimum cost, and maximum profit.

[0092] The path planning unit provides suitable transportation schemes for users with different needs, meets the passenger / cargo demand of customers, realizes the reasonable allocation of transportation resources, realizes the cost reduction and efficiency improvement of the transportation system, and proposes a paradigm for the passenger and cargo co-transportation mode of demand response buses.

[0093] In the application, the service fairness of passenger and cargo transportation is considered, and a suitable subsidy strategy can be developed for the passenger fare of passengers based on the revenue brought by the newly added cargo transportation (for example, passengers are given a discount on the ticket price due to the detour time brought by cargo transportation on some routes, which causes certain inconvenience to the passengers). The transportation company can also charge a certain additional service fee for the additional transportation cost of some special cargo.

[0094] In embodiment 2, the application provides a demand response bus path optimization method based on the passenger and cargo co-transportation mode, which includes the following steps:

[0095] S1: The information center receives the basic transportation information (quantity, origin and destination, time requirement, etc.) of passengers and cargo from the user terminal;

[0096] S2: The path planning unit obtains information from the information center, executes the optimization model module and the algorithm module according to the customer's passenger / cargo basic information, generates a suitable transportation scheme for different customer groups with different needs, and transmits the transportation scheme to the user terminal and presents the transportation scheme details through the user interface;

[0097] S3: The user transportation demand service ends, the information center obtains the actual transportation status from the user terminal and transmits it to the path planning unit;

[0098] S4: The path planning unit analyzes the utility of different user groups and the accuracy of the planned path, and updates and maintains the optimization model and the algorithm module based on this.

[0099] In summary, the demand response bus path optimization method and system based on the passenger and cargo co-transportation mode can be used for path planning of different passenger and cargo demand stations, including stations for loading passengers and cargo, loading passengers and unloading cargo, unloading passengers and loading cargo, and unloading passengers and unloading cargo.

[0100] The basic principles, main features and advantages of the present application are shown and described above. It should be understood by those skilled in the art that the present application is not limited by the above examples, and the above examples and descriptions in the specification are only to illustrate the principles of the present application. Without departing from the spirit and scope of the present application, various changes and improvements can be made to the present application, and these changes and improvements all fall within the scope of the present application. The scope of protection of the present application is defined by the appended claims and their equivalents.

Claims

1. A demand responsive bus routing system based on a passenger and freight co-transportation mode, characterized in that: The system comprises: a user terminal for sending passenger or cargo transport demand information to an information center and receiving feedback information, and for accepting information acquisition and journey supervision from the information center; an information center for acquiring passenger and cargo information from the user terminal and vehicle operation information from the public transport company terminal, processing, storing and transmitting the information to a management platform; a path planning unit for acquiring information from the information center, executing an algorithm module based on passenger or cargo information from the user terminal and vehicle information from the public transport company terminal, generating a passenger and cargo transport vehicle path scheme and transmitting the scheme to the user terminal; the path planning unit comprises an information receiving module, an information transmitting module, an optimization model module and an algorithm module; the optimization model module comprises a demand service constraint component, a service time window constraint component, a vehicle capacity constraint component and a target function component; the demand service constraint component is used to constrain demand service, and comprises Formula 1 for ensuring that demand response buses can serve all screened demands; Formulae 2 to 4 for ensuring that vehicles must start from a departure transport station and return to the station, and meet the requirements of arriving at and leaving each customer point; Formula 5 for a connection constraint for ensuring that the starting point and the ending point of the same demand must be served by the same vehicle; One Two Three Four Five wherein in the above formulae: is a vehicle number; is a set of vehicles; , is a node or location providing a demand or service; is a set of paths between different nodes, , ) ∈ ; is a set of pick-up or drop-off points; a pickup or drop-off point collection; a number of pick-up or drop-off points; is 0-1 variable, if the vehicle is 1, otherwise 0; by path ( , ) is 1, otherwise 0; For 0-1 variables, if the vehicle via path ( , If the value is 1, then the value is 1; otherwise, the value is 0. is 0-1 variable, if the vehicle leaves the transport terminal site to reach the demand site is 1, otherwise 0; is 0-1 variable, if the vehicle is 1 if the demand point is 1 if the vehicle returns to the depot, otherwise 0; is 0-1 variable, if the vehicle is on the path (p) and the vehicle is not in the intersection (i) then is 1, otherwise is 0; + , is 1 if the vehicle is on the path (p) and the vehicle is in the intersection (i), otherwise is 0; The service time window constraint component is used to constrain the service time window, which includes Formula Six for expressing the vehicle After finishing the service at the demand point , the time of reaching the next service point j by the path must not be greater than the service start time of the point. Formula 7 for a vehicle transport priority constraint; Formula 8 for a demand point service time window constraint; six seven eight wherein in the above formulae: is the vehicle start service time at the demand point ; is the vehicle start service time at the demand point ; service time; travel time for a vehicle between demand points and demand points. for a vehicle at a demand point + a start service time; for a demand point setting an earliest start service time; for a demand point setting a latest start service time; is a set of all nodes, including , and vehicle depots; the vehicle capacity constraint component includes Equation 9 and Equation 10, which respectively represent vehicle after ending service at a demand point , arrives at a next service point via a path , whose passenger or cargo load at the departure point needs to be equal to the sum of the passenger or cargo load at the departure point after the vehicle leaves the point and the passenger or cargo load at the point where the vehicle drops off passengers or unloads cargo. wherein equation eleven represents the vehicle In The total load at the point must not be greater than the vehicle capacity; Nine ten Eleven wherein in the above formulae: is the vehicle total passenger load at the time of departure from the demand point; is the vehicle total passenger load at the time of departure from the demand point; is the vehicle total passenger load at the time of departure from the demand point; for a vehicle total cargo load at departure from a demand point total cargo load at departure from a demand point for the vehicle total cargo load at the departure demand point; for the vehicle passenger demand for the demand point; for the vehicle passenger demand for the demand point; for the vehicle cargo demand for the demand point; for the vehicle cargo demand for the demand point; for the vehicle rated capacity for the vehicle; the target function component is used to increase the priority of passengers in the system, and is obtained by Formula 12. ; dodeca wherein in the above formulae: is the distance between the demand point and the demand point . 2.The demand response bus route optimization system based on the passenger and cargo mixed transportation mode according to claim 1, wherein: The user terminal comprises a user-owned smart device with communication function, and comprises a user input module, a user output module, a user sending module and a user receiving module, which are separately connected or integrally integrated, and the user input module and the user output module can be connected with other systems or devices. 3.The demand response bus path optimization system based on the passenger and cargo mixed transportation mode according to claim 2, wherein: The user input module is used for user input of passenger or cargo transport demand, which includes transport origin and destination points, transport time window requirements and transport quantity. 4.The demand response bus path optimization system based on the passenger and cargo mixed transportation mode according to claim 3, wherein: The user output module is used for displaying passenger or cargo transport information and bus vehicle information to the user; The user sending module is used for transmitting passenger or cargo transport information from the user terminal to the information center; The user receiving module is used for receiving data from the path planning unit.

5. The demand response bus routing system based on the passenger and cargo mixed transportation mode according to claim 1, characterized in that: The information center comprises an information receiving module, an information processing module, an information storage module and an information transmitting module; The information receiving module is used for receiving two types of information, including passenger or cargo information provided by the user terminal and vehicle operation information from the public transport company terminal; The information processing module is used for processing the received information; The information storage module is used for storing real-time data and historical data; The information transmitting module is used for transmitting the processed and stored information to the path planning unit.

6. The demand response bus path optimization system based on passenger and cargo co-transport mode according to claim 5, wherein: The information receiving module is used for receiving passenger or cargo information processed by the information center; The information transmitting module is used for transmitting a vehicle path scheme generated by the system to the user terminal.

7. The demand response bus routing system based on the passenger and cargo mixed transportation mode according to claim 1, characterized in that: The algorithm module is used for searching an optimal route for vehicle passenger and cargo transport.

8. A method for demand responsive bus routing based on a passenger and freight co-transportation mode, using the demand responsive bus routing system based on a passenger and freight co-transportation mode according to any one of claims 1-7, characterized in that: Comprising the following steps: S1: The information center receives the basic transportation information of passengers and goods from the user terminal; S2: The path planning unit obtains information from the information center, executes the optimization model module and algorithm module according to the basic information of passengers or goods of the customer, generates a suitable transportation scheme for different customer groups, and transmits the transportation scheme to the user terminal and presents the details of the transportation scheme through the user interface; S3: The user transportation demand service is completed, and the information center obtains the actual transportation status from the user terminal and transmits it to the path planning unit; S4: The path planning unit analyzes the utility of different user groups and the accuracy of the planned path, and updates and maintains the optimization model and algorithm module based on this.

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