A method and device for obtaining air-rail intermodal OD based on mobile phone signaling data

Abstract

The present invention provides a method and device for obtaining air-rail intermodal OD based on mobile phone signaling data, relating to the field of integrated transportation planning and management technology. The method comprises obtaining mobile phone signaling data of multiple users; obtaining multiple target signaling data; determining multiple first signaling data; performing secondary screening based on base station identifiers and timestamps in the multiple first signaling data to determine multiple second signaling data; generating corresponding multiple trip data based on the multiple second signaling data; and obtaining multiple target trip data. Based on the user's mobile phone signaling data, the present invention first eliminates some users who have not passed through railway stations and civil aviation stations, then eliminates users who have not used air-rail intermodal, and finally merges the trip data of users with multiple cards to obtain detailed and accurate air-rail intermodal OD information. This method can provide research samples for air-rail intermodal route recommendations and transit city optimization, thereby improving the network efficiency of the transportation system.

Description

Technical Field

[0001] The present invention relates to the technical field of integrated transportation planning and management, and in particular to a method and device for obtaining air-rail connection OD based on mobile phone signaling data. Background Art

[0002] Air-rail intermodal travel is a common mode of long-distance travel, in which passengers utilize both air and rail transportation for a single trip. Obtaining complete Origin and Destination (OD) data for air-rail intermodal passengers helps airlines and rail systems optimize transportation resources and reduce transfer time and distance. OD (Origin and Destination) refers to the passenger's point of departure and destination. Currently, however, various factors hinder the ability to fully bridge the data barriers between railway and airline ticketing systems, making it difficult to obtain accurate OD data for air-rail intermodal travel from the demand side.

[0003] Mobile phone signaling data is currently a commonly used data source for traffic research. During travel, users will record the base station numbers of their services in the mobile operator's database, which changes over time. This provides support for identifying users' OD. Summary of the Invention

[0004] The purpose of the present invention is to provide a method and device for obtaining the OD of air-rail intermodal trips based on mobile phone signaling data to improve the above-mentioned problem. To achieve the above-mentioned purpose, the technical solution adopted by the present invention is as follows:

[0005] In a first aspect, the present application provides a method for obtaining an air-rail intermodal OD based on mobile phone signaling data, comprising:

[0006] Obtain mobile phone signaling data of multiple users;

[0007] Respectively removing part of the plurality of mobile phone signaling data to obtain a plurality of target signaling data, each target signaling data including a mobile device identification code, a timestamp and a base station identifier;

[0008] Performing a preliminary screening based on base station identifiers in a plurality of target signaling data to determine a plurality of first signaling data, wherein the user corresponding to the first signaling data has passed through two railway stations and two civil aviation stations;

[0009] Performing secondary screening based on base station identifiers and timestamps in the plurality of first signaling data to determine a plurality of second signaling data, wherein the user corresponding to the second signaling data adopts an air-rail travel mode;

[0010] generating a corresponding plurality of travel data based on the plurality of second signaling data, wherein the travel data includes a departure place, a destination, and a travel route of the corresponding user;

[0011] User independence screening is performed based on multiple travel data to obtain multiple target travel data, and the similarity between the multiple target travel data does not exceed a set threshold.

[0012] In a second aspect, the present application also provides an air-rail intermodal OD acquisition device based on mobile phone signaling data, comprising:

[0013] A first acquiring unit, configured to acquire mobile phone signaling data of multiple users;

[0014] A first elimination unit is used to eliminate part of the data in the plurality of mobile phone signaling data to obtain a plurality of target signaling data, each target signaling data including a mobile device identification code, a timestamp and a base station identifier;

[0015] a first screening unit, configured to perform initial screening based on base station identifiers in the plurality of target signaling data, and determine a plurality of first signaling data, wherein the user corresponding to the first signaling data has passed through two railway stations and two civil aviation stations;

[0016] a second screening unit, configured to perform secondary screening based on base station identifiers and timestamps in the plurality of first signaling data, to determine a plurality of second signaling data, wherein the user corresponding to the second signaling data adopts an air-rail travel mode;

[0017] a generating unit, configured to generate a corresponding plurality of travel data based on the plurality of second signaling data, wherein the travel data includes a departure place, a destination, and a travel route of the corresponding user;

[0018] The third screening unit is configured to perform user independence screening based on the plurality of travel data to obtain a plurality of target travel data, wherein the similarity between the plurality of target travel data does not exceed a set threshold.

[0019] In a third aspect, the present application also provides an air-rail intermodal OD acquisition device based on mobile phone signaling data, including:

[0020] memory for storing computer programs;

[0021] A processor is used to implement the steps of the method for obtaining the air-rail intermodal OD based on mobile phone signaling data when executing the computer program.

[0022] In a fourth aspect, the present application also provides a readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned method for obtaining the air-rail intermodal OD based on mobile phone signaling data are implemented.

[0023] The beneficial effects of the present invention are:

[0024] Based on the user's mobile phone signaling data, the present invention first eliminates some users who have not passed through railway stations and civil aviation stations, then eliminates users who have not used air-rail connections, and finally merges the travel data of multi-card users to obtain detailed and accurate air-rail connection OD information, which can provide research samples for air-rail connection route recommendations and transit city optimization, thereby improving the network efficiency of the transportation system.

[0025] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or understood by practicing the embodiments of the present invention. The purposes and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0027] Figure 1 Schematic diagram of the flow of the method for obtaining the air-rail connection OD based on mobile phone signaling data according to an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram of the process of determining whether to travel across cities according to an embodiment of the present invention;

[0029] Figure 3 Schematic diagram of the process of determining whether the conditions of a civil aviation terminal and a railway terminal are met according to an embodiment of the present invention;

[0030] Figure 4 Schematic diagram of the travel determination process described in an embodiment of the present invention;

[0031] Figure 5 Schematic diagram of the structure of the device for obtaining air-rail intermodal OD based on mobile phone signaling data according to an embodiment of the present invention;

[0032] Figure 6 This is a schematic diagram of the structure of the equipment for obtaining air-rail intermodal OD based on mobile phone signaling data in an embodiment of the present invention.

[0033] Markings in the figure:

[0034] 10. First acquisition unit; 20. First elimination unit; 30. First screening unit; 40. Second screening unit; 50. Generation unit; 60. Third screening unit; 800. Air-rail intermodal OD acquisition device based on mobile phone signaling data; 801. Processor; 802. Memory; 803. Multimedia component; 804. I / O interface; 805. Communication component. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0036] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are used only to distinguish the description and should not be understood as indicating or implying relative importance.

[0037] Example 1:

[0038] This embodiment provides a method for obtaining air-rail connection OD based on mobile phone signaling data.

[0039] See also Figure 1 , the figure shows that the method includes step S10, step S20, step S30, step S40, step S50 and step S60.

[0040] Step S10. Obtaining mobile phone signaling data of multiple users;

[0041] Step S20. Part of the data in the plurality of mobile phone signaling data is removed to obtain a plurality of target signaling data, each target signaling data including a mobile device identification code, a timestamp and a base station identifier;

[0042] Specifically, considering that the mobile phone signaling data contains fields such as mobile equipment identification code (IMEI), timestamp (t), base station identification (BID), and event type, it is necessary to remove some fields not involved in this method to improve the efficiency of data processing and analysis, and only retain the three core fields of mobile equipment identification code (IMEI), timestamp (t) and base station identification (BID). IMEI is used to represent the mobile equipment identification code, t represents the timestamp, and BID represents the base station identification. The retained fields are shown in Table 1:

[0043] Table 1

[0044] IMEI t BID 861861234567890 2023-05-06-23-33-35 460011553510737 861881111111111 2023-05-08-03-15-27 460000253120568 861870000000000 2023-05-16-15-43-02 460011553510737 … … …

[0045] The data type of IMEI is a string, and the value of each user is specific; the data type of t is time; the data type of BID is a string, and different base stations correspond to different geographical locations.

[0046] In order to reduce the amount of data, we keep the accuracy of t to the minute and decompose the data with IMEI as the characteristic value. That is, all records related to the same IMEI are classified together, so that each user's data can be analyzed and processed separately. Then, we sort them by t, from far to near in time, to form a ternary array consisting of IMEI, t, and BID, which is the trajectory data of the user, as shown in Table 2 below.

[0047] Table 2

[0048] IMEI t BID 861861234567890 2023-05-06-23-33-35 460011553510737 861861234567890 2023-05-06-23-34-35 460011553510737 861861234567890 2023-05-06-23-34-59 460011553510739 … … …

[0049] The total number of IMEIs is recorded as j, and the i-th travel trajectory data is recorded as D i , all D i The constructed data set is denoted as S1.

[0050] Step S30. Performing a preliminary screening based on the base station identifiers in the multiple target signaling data to determine multiple first signaling data, wherein the user corresponding to the first signaling data has passed through two railway stations and two civil aviation stations;

[0051] Specifically, considering that all target signaling data include some user signaling data that do not make air-rail intermodal trips, it is necessary to eliminate them to reduce the computational analysis of invalid data and avoid an abnormally high amount of computation.

[0052] Typically, air-rail passengers typically travel across cities, and most air-rail passengers only take one rail trip and one air trip in a single trip. It's uncommon for an air-rail trip to include more than one rail trip or air trip. Based on this, each travel trajectory in the dataset S1 is evaluated, excluding non-research subjects. The examples in this application illustrate only air-rail users who take one rail trip and one air trip. For air-rail users who take multiple rail trips and multiple air trips, the specific calculation process can be extended from this application and is not specifically limited here.

[0053] Specifically, step S30 includes step S31, step S32, step S33, step S34, step S35 and step S36:

[0054] Step S31. Obtain the communication base station identifiers within the railway station and civil aviation station, and obtain multiple sample base station identifiers;

[0055] Specifically, the location data of civil aviation terminals and railway terminals in the study area can be obtained through map providers (such as AutoNavi Maps or Baidu Maps, etc.), and loaded into the comprehensive urban traffic simulation platform, so as to obtain the BIDs within the civil aviation terminals or railway terminals.

[0056] Step S32. taking the plurality of target signaling data as the first data set;

[0057] Step S33. When the base station identifiers in the target signaling data all belong to the same prefecture-level city, the target signaling data is removed from the first data set to obtain a second data set after removal;

[0058] Specifically, each BID corresponds to a specific location. If D i If each BID in the D is located in the same prefecture-level city, it is judged that the corresponding user does not travel across cities, that is, does not use air-rail intercity travel, and is not within the scope of the study. i Removed from dataset S1. Figure 2 As shown in the figure, it is a schematic diagram of the above-mentioned process of judging whether to travel across cities. Each D in the data set S1 is traversed. i The above operations are performed to obtain the mobile phone signaling data set S2 that does not contain inter-city travel. The total number of IMEIs is recorded as k, and the i-th data in S2 is recorded as D i .

[0059] Step S34. When the base station identifier in the target signaling data does not include the sample base station identifiers of the two railway stations, the target signaling data is removed from the second data set to obtain a third data set after removal;

[0060] Step S35. When the base station identifier in the target signaling data does not include the sample base station identifiers of the two civil aviation stations, the target signaling data is removed from the third data set to obtain a fourth data set after removal;

[0061] Step S36. Using multiple data in the fourth data set as first signaling data;

[0062] Specifically, considering that the user travels by air and rail, and their departure and arrival stations are different, the user will pass through two civil aviation stations and two railway stations, so the target signaling data can be filtered based on this.

[0063] For each D in S2 i Determine one by one. If the BID in its trajectory contains two railway stations and two civil aviation stations, and one railway station and one civil aviation station are located in the same prefecture-level city, then retain D i Otherwise, D i Removed from Dataset S2. Figure 3 As shown in the figure, it is a schematic diagram of the judgment process of whether the above conditions of civil aviation terminal and railway terminal are met, traversing each D in the data set S2 i Perform the above operations to obtain the mobile phone signaling data set S3, where the total number of IMEIs is recorded as m, and the i-th data in S3 is recorded as D i .

[0064] Step S40: performing secondary screening based on the base station identifiers and timestamps in the plurality of first signaling data to determine a plurality of second signaling data, wherein the user corresponding to the second signaling data adopts an air-rail travel mode;

[0065] Specifically, the users corresponding to the first signaling data have all passed through two civil aviation stations and two railway stations, but it is necessary to know whether the corresponding users have used airplanes and railways for travel, so it is necessary to perform another signaling data screening operation based on this travel mode.

[0066] Specifically, step S40 includes step S41, step S42, step S43, step S44, step S45, step S46, step S47 and step S48:

[0067] Step S41. Determine the distance between the two civil aviation terminals and the two railway terminals passed by each user based on the first signaling data, and obtain a first distance and a second distance respectively;

[0068] Step S42. Determine a first timestamp range from the first signaling data, where the first timestamp range includes a first range and a second range. The first timestamp range is a time range when the base station identifier is a sample base station identifier of a civil aviation station. The first range and the second range represent the user's stay time at the two civil aviation stations, respectively.

[0069] Step S43. Determine a second timestamp range from the first signaling data, the first timestamp range including the third range and the fourth range, the second timestamp range is the time range when the base station identifier is a sample base station identifier of a railway station, and the third range and the fourth range respectively represent the user's stay time in the two railway stations;

[0070] Step S44: Calculate the flight duration based on the first range and the second range, where the flight duration represents the time the user spends on the flight.

[0071] Step S45. Calculate the railway journey time based on the third range and the fourth range, where the railway journey time is used to represent the time the user spends traveling by railway.

[0072] Step S46: Calculate the ratio of the first distance to the flight time to obtain a first value;

[0073] Step S47. Calculate the ratio of the second distance to the railway journey time to obtain a second value;

[0074] Step S48. When the first value is within the first preset speed range and the second value is within the second preset speed range, the corresponding first signaling data is used as the second signaling data;

[0075] Specifically, record the i-th data in S3 as D i , from each travel trajectory D i Take out the segment whose BID position is at the civil aviation station and record it as D iF In D iF In the example, based on the time relationship from far to near, the t range corresponding to the BID at the first civil aviation station is recorded as [t1, t2], where t1 is the time when the user first appears at the first civil aviation station, and t2 is the time when the user leaves the first civil aviation station. The t range corresponding to the BID at the second civil aviation station is recorded as [t3, t4], where t3 is the time when the user first appears at the second civil aviation station, and t4 is the time when the user leaves the second civil aviation station.

[0076] Based on the comprehensive urban traffic simulation platform, the straight-line distance L between the two civil aviation terminals is obtained. F , divided by the time the user spends between the two civil aviation stations (t3-t2), the speed v of the user in this period is obtained F .like Figure 4 The flow chart shown in the figure determines the speed v F Is it within the flight speed threshold range v f If the speed v F Located in the flight speed threshold range v f If the D i Delete from dataset S3 and jump to D i+1 The above determination steps are repeated until the remaining travel trajectories D in the dataset S3 are i The flight speed threshold range v used in this application is f The recommended value is [800km / h, 1500km / h]. The threshold range can be adjusted appropriately in different scenarios and is not particularly limited here.

[0077] For the i-th travel trajectory D that satisfies air travel i , take out the segment whose BID position is at the railway station, record it as D iR In D iR In the example, based on the time relationship from far to near, the t range corresponding to the BID at the first railway station is recorded as [t5, t6], where t5 is the time when the user first appears at the first railway station, and t6 is the time when the user leaves the first railway station. The t range corresponding to the BID at the second railway station is recorded as [t7, t8], where t7 is the time when the user first appears at the second railway station, and t8 is the time when the user leaves the second railway station.

[0078] Based on the comprehensive urban traffic simulation platform, the route distance L between the two railway stations is obtained. R , divided by the time the user spends between the two railway stations (t7-t6), the speed v of the user in this period is obtained R In actual railway travel, there are usually three types of transportation: high-speed rail, motor train, and conventional train. The main difference lies in the speed. The corresponding speed ranges are shown in Table 3:

[0079] Table 3

[0080] Speed ​​range Transportation <![CDATA[[v r1 ,+∞)]]> Non-railway <![CDATA[[v r2 ,in r1 )]]> high-speed rail <![CDATA[[v r3 ,in r2 )]]> High-speed train <![CDATA[[v r4 ,in r3 )]]> Conventional speed <![CDATA[[0,v r4 ]]]> Non-railway

[0081] Among them, v r1 Refers to the maximum reasonable speed of high-speed rail travel. In this application, v r1 The value is 400km / h; v r2 is the threshold speed. If the speed is higher than this, it is a high-speed rail trip, and if the speed is lower than this, it is a motor vehicle trip. In this application, v r2 The value is 250km / h; vr3 is the threshold speed. If the speed is higher than this, it is a motor vehicle trip, and if the speed is lower than this, it is a normal speed trip. In this application, v r3 The value is 160km / h; v r4 Refers to the minimum reasonable speed for ordinary travel. In this application, v r4 The value is 80km / h, for v r1 、v r2 、v r3 and v r4 The value of can be adjusted according to the actual scenario and is not particularly limited here.

[0082] The speeds of the three modes of transportation together constitute the railway speed threshold range v r =[0,v r1 ), based on the speed v R The size of determines the railway transportation mode used by the user, such as Figure 4 As shown in the flow diagram, if the speed v R Not within the railway speed threshold range v r If the user is not traveling by rail, the D i Delete from dataset S3 and jump to D i+！ Travel trajectories, continue to repeat the above steps until the remaining travel trajectories D in the dataset S3 i All meet the above-mentioned railway travel criteria.

[0083] For travel trajectories that meet the requirements of both air travel and rail travel, it can be determined that the corresponding user has adopted air-rail travel.

[0084] Step S50. Generate corresponding multiple travel data based on the multiple second signaling data, where the travel data includes the departure place, destination and travel route of the corresponding user;

[0085] Specifically, step S50 includes step S51, step S52, step S53, step S54, step S55, step S56, step S57, step S58, step S59, step S510, step S511 and step S512:

[0086] Step S51. Determine a first arrival time, a second arrival time, a first departure time, and a second departure time based on the second signaling data, wherein the first arrival time and the second arrival time represent the times when the user arrives at the two civil aviation terminals, respectively, and the first departure time and the second departure time represent the times when the user leaves the two civil aviation terminals, respectively, and the first arrival time is less than the second arrival time.

[0087] Step S52: Determine a third arrival time, a fourth arrival time, a third departure time, and a fourth departure time based on the second signaling data, wherein the third arrival time and the fourth arrival time represent the times when the user arrives at the two railway stations, respectively, and the third departure time and the fourth departure time represent the times when the user leaves the two railway stations, respectively, and the third arrival time is less than the fourth arrival time.

[0088] Step S53. Compare the first arrival time and the third arrival time to determine the user's departure time;

[0089] Step S54. Determine the departure location based on the base station identifier corresponding to the departure time;

[0090] Step S55. Compare the second departure time and the fourth departure time to determine the user's arrival time;

[0091] Step S56. Determine the destination based on the base station identifier corresponding to the arrival time;

[0092] Step S57: Compare the first arrival time and the third arrival time to determine the user's connecting mode, which includes air first, then rail, or rail first, then air.

[0093] Step S58. Determine the railway type based on the second value;

[0094] Step S59. Determine the minimum time between the second arrival time and the fourth arrival time, and determine the transfer city based on the base station identifier corresponding to the minimum time;

[0095] Step S510: Determine the user's transfer mode based on the connecting mode, where the transfer mode includes transfers within the same station and transfers between different stations.

[0096] Specifically, in actual air-rail connections, there are two types of transfer modes: one is when the civil aviation terminal and the railway terminal are located at the same site, known as "same-station transfer," such as Shanghai Hongqiao Airport in Shanghai. The BID for such a terminal is marked as both a civil aviation terminal and a railway terminal. The other is when the civil aviation terminal and the railway terminal are located at different sites, known as "different-station transfer," such as Shenzhen Bao'an International Airport and several railway terminals in the city. The BID for such a terminal can only be marked as either a civil aviation terminal or a railway terminal. Given that different users have different preferences for the two transfer modes, clear explanation is required.

[0097] Specifically, step S510 includes step S5101, step S5102, step S5103, and step S5104:

[0098] Step S5101. When the connecting mode is air first then rail, and the second arrival time is equal to the third arrival time, the user transfers at the same station;

[0099] Step S5102. When the intermodal mode is air first and then rail, and the second arrival time is less than the third arrival time, the user adopts off-site transfer;

[0100] Specifically, the user is located at the first civil aviation station within the time range of [t1, t2], at the second civil aviation station within the time range of [t3, t4], at the first railway station within the time range of [t5, t6], and at the second railway station within the time range of [t7, t8].

[0101] When t1 < t5, it is determined that the user first chooses air travel and then rail travel, that is, the "air + rail" mode. The transfer time t for air-to-rail transfer ex = t6 - t3. Further, when t3 = t5, the user has on-site transfer, that is, the civil aviation station and the railway station are located at the same site; when t3 < t5, the user has off-site transfer, that is, the civil aviation station and the railway station are not located at the same site. The off-site transfer time t ex-out = t5 - t4.

[0102] Step S5103. When the intermodal mode is rail first and then air, and the fourth arrival time is equal to the first arrival time, the user adopts on-site transfer;

[0103] Step S5104. When the intermodal mode is rail first and then air, and the fourth arrival time is less than the first arrival time, the user adopts off-site transfer;

[0104] Specifically, when t5 < t1, it is determined that the user first chooses rail travel and then air travel, that is, the "rail + air" mode. The transfer time t for rail-to-air transfer ex = t2 - t7. Further, when t7 = t1, the user has on-site transfer; when t7 < t1, the user has off-site transfer. The off-site transfer time t ex-out = t1 - t8.

[0105] Step S511. Determine the transfer time based on the transfer mode;

[0106] Step S512. Compose trip data based on the mobile device identification code, departure time, departure location, arrival time, destination, air journey time, rail journey time, intermodal mode, rail type, transfer city, transfer time, and transfer mode;

[0107] Specifically, for the multiple travel trajectories D retained in S3 i , the basic characteristics, output data, and format of its air-rail intermodal have been fully obtained through the above calculations, as shown in Table 4, denoted as trip data (Tripi):

[0108] Table 4

[0109] Data Name content Data Type Mobile device identification code IMEI String Departure Time min{t1, t5} Time type Departure place The city corresponding to the BID at min{t1, t5} String Arrival time max{t4, t8} Time type destination The city corresponding to the BID at max{t4, t8} String Railway journey time t7-t6 Time type Air travel time t3-t2 Time type Air-rail intermodal mode "empty + iron" or "iron + empty" Boolean Railway type "High-speed rail" or "motorized train" or "conventional speed" Boolean Transfer city The city corresponding to the BID at min{t3, t7} String Transfer mode "Transfer at different stations" or "Transfer at the same station" Boolean Transfer time <![CDATA[t ex ]]> Time type Time spent on transfers outside the station <![CDATA[t ex-out ]]> Time type

[0110] Traverse the m trajectories D in the dataset S3 that satisfy both air travel and rail travel i , we get n trip data (Tripi), and record the data set consisting of n trip data (Tripi) as S4.

[0111] Step S60: Perform user independence screening based on the multiple travel data to obtain multiple target travel data, where the similarity between the multiple target travel data does not exceed a set threshold;

[0112] Specifically, considering that the same user may have multiple phone cards set up on the same terminal device, that is, corresponding to multiple signaling data, if the user meets the conditions of air-rail connection, multiple completely identical trip data (Tripi) will be obtained. Therefore, it is necessary to judge the multi-card users and ultimately retain only one trip data (Tripi) of the multi-card users.

[0113] Specifically, step S60 includes step S61, step S62, step S63, step S64, step S65 and step S66:

[0114] Step S61: Compare the time information in the multiple travel data and the corresponding base station identifiers, and use the multiple identical travel data as the judgment data group, wherein the time information includes the departure time, arrival time, air travel time, rail travel time, and transfer time;

[0115] Step S62: Obtain target signaling data corresponding to the travel data in the determination data group to obtain a plurality of fourth signaling data;

[0116] Step S63. Determine from the fourth signaling data the base station identifiers and corresponding timestamps within a preset time range before the departure time and within a preset time range after the arrival time as a base station sequence;

[0117] Step S64. Calculate base station sequence similarities between the plurality of fourth signaling data to obtain a plurality of similarity values;

[0118] Step S65. When the similarity value is greater than the set threshold, one of the two fourth signaling data corresponding to the calculated similarity is randomly removed to obtain multiple fourth signaling data after removal;

[0119] Step S66: Using the formed data corresponding to the fourth signaling data after being eliminated as the target travel data;

[0120] Specifically, if the time information and BID sequence within the trip data (Tripi) corresponding to two or more different IMEIs are identical, they are marked as the same judgment data group. The mobile phone signaling data corresponding to two different IMEIs within the same judgment data group are selected and the BIDs within the time range T1 before and after the start and end of the air-rail intermodal trip are queried. If the probability of identical BIDs within range T1 does not reach a threshold β, the two different IMEIs are considered to correspond to two users traveling together; otherwise, they are considered to be multiple-SIM users.

[0121] If two pieces of mobile phone signaling data with different IMEIs in the judgment data group are determined to be from the same user, one of them will be removed from the judgment data group, and the remaining mobile phone signaling data will continue to be judged until there is no mobile phone signaling data in the judgment group; if two pieces of mobile phone signaling data with different IMEIs in the judgment group are determined to be from multi-SIM users, one of the pieces of data will be deleted, and its corresponding trip data (Tripi) will also be deleted in data set S4; finally, the processed data set S5 is obtained, which is the final output result.

[0122] In this application, the time range T1 is 48 hours to 24 hours before the start of the trip and 24 hours to 48 hours after the end of the trip, and the threshold β is set to 95%. The time range and threshold can be adjusted according to different scenarios and are not particularly limited here.

[0123] Example 2:

[0124] like Figure 5 As shown, this embodiment provides an air-rail intermodal OD acquisition device based on mobile phone signaling data, the device comprising:

[0125] A first acquisition unit 10 is used to acquire mobile phone signaling data of multiple users;

[0126] The first elimination unit 20 is used to eliminate part of the data in the plurality of mobile phone signaling data to obtain a plurality of target signaling data, each target signaling data including a mobile device identification code, a timestamp and a base station identifier;

[0127] A first screening unit 30 is configured to perform a primary screening based on base station identifiers in the plurality of target signaling data, and determine a plurality of first signaling data, wherein the user corresponding to the first signaling data has passed through two railway stations and two civil aviation stations;

[0128] The second screening unit 40 is configured to perform secondary screening based on the base station identifiers and timestamps in the plurality of first signaling data to determine the plurality of second signaling data, wherein the user corresponding to the second signaling data adopts an air-rail travel mode;

[0129] A generating unit 50 is configured to generate a plurality of corresponding travel data based on the plurality of second signaling data, wherein the travel data includes a departure place, a destination, and a travel route of the corresponding user;

[0130] The third screening unit 60 is configured to perform user independence screening based on the plurality of travel data to obtain a plurality of target travel data, wherein the similarity between the plurality of target travel data does not exceed a set threshold.

[0131] In a specific embodiment disclosed in the present application, the first screening unit 30 includes:

[0132] The second acquisition unit is used to acquire the communication base station identifiers located within the railway station and the civil aviation station to obtain multiple sample base station identifiers;

[0133] The first unit is used to take a plurality of target signaling data as a first data set;

[0134] A second elimination unit is configured to eliminate the target signaling data from the first data set when all base station identifiers in the target signaling data belong to the same prefecture-level city, thereby obtaining a second data set after elimination;

[0135] a third elimination unit, configured to eliminate the target signaling data from the second data set when the base station identifier in the target signaling data does not include the sample base station identifiers of the two railway stations, to obtain a third data set after elimination;

[0136] a fourth eliminating unit, configured to eliminate the target signaling data from the third data set when the base station identifier in the target signaling data does not include the sample base station identifiers of the two civil aviation stations, to obtain a fourth data set after elimination;

[0137] The second unit is used to use multiple data in the fourth data set as first signaling data.

[0138] In a specific embodiment disclosed in the present application, the second screening unit 40 includes:

[0139] A first determining unit is configured to determine, based on the first signaling data, the distance between the two civil aviation terminals and the two railway terminals passed by each user, to obtain a first distance and a second distance respectively;

[0140] A second determining unit is configured to determine a first timestamp range from the first signaling data, where the first timestamp range includes a first range and a second range, the first timestamp range being a time range when the base station identifier is a sample base station identifier of a civil aviation station, and the first range and the second range respectively represent the user's stay time at two civil aviation stations;

[0141] a third determining unit, configured to determine a second timestamp range from the first signaling data, the first timestamp range including a third range and a fourth range, the second timestamp range being a time range when the base station identifier is a sample base station identifier of a railway station, and the third range and the fourth range respectively representing a user's stay time in two railway stations;

[0142] A first calculation unit is configured to calculate an air travel duration based on the first range and the second range, where the air travel duration is used to represent the time spent by the user on the flight;

[0143] a second calculating unit, configured to calculate a railway journey time based on the third range and the fourth range, where the railway journey time is used to represent the time spent by the user on the railway;

[0144] a third calculating unit, configured to calculate a ratio of the first distance to the air travel time to obtain a first value;

[0145] a fourth calculating unit, configured to calculate a ratio of the second distance to the railway journey time to obtain a second value;

[0146] The third unit is configured to use the corresponding first signaling data as the second signaling data when the first value is within the first preset speed range and the second value is within the second preset speed range.

[0147] In a specific embodiment disclosed in this application, the generating unit 50 includes:

[0148] a fourth determining unit, configured to determine, based on the second signaling data, a first arrival time, a second arrival time, a first departure time, and a second departure time, wherein the first arrival time and the second arrival time represent times when the user arrives at two civil aviation terminals, respectively, and the first departure time and the second departure time represent times when the user leaves the two civil aviation terminals, respectively, and the first arrival time is less than the second arrival time;

[0149] a fifth determining unit, configured to determine, based on the second signaling data, a third arrival time, a fourth arrival time, a third departure time, and a fourth departure time, wherein the third arrival time and the fourth arrival time represent the times when the user arrives at the two railway stations respectively, the third departure time and the fourth departure time represent the times when the user leaves the two railway stations respectively, and the third arrival time is less than the fourth arrival time;

[0150] a first comparison unit, configured to compare the first arrival time with the third arrival time to determine the departure time of the user;

[0151] a sixth determining unit, configured to determine a departure place based on a base station identifier corresponding to the departure time;

[0152] a second comparing unit, configured to compare the second departure time with the fourth departure time to determine the arrival time of the user;

[0153] A sixth determining unit, configured to determine a destination based on a base station identifier corresponding to an arrival time;

[0154] a third comparing unit, configured to compare the first arrival time and the third arrival time to determine a connecting mode of the user, wherein the connecting mode includes air first then rail and rail first then air;

[0155] a seventh determining unit, configured to determine a railway type based on the second value;

[0156] an eighth determining unit, configured to determine a minimum time between the second arrival time and the fourth arrival time, and determine a transfer city based on a base station identifier corresponding to the minimum time;

[0157] A ninth determining unit, configured to determine a transfer mode of the user based on the connecting mode, where the transfer mode includes transfers at the same station and transfers at different stations;

[0158] a tenth determining unit, configured to determine a transfer time based on the transfer mode;

[0159] A composition unit for composing trip data based on the mobile device identification code, departure time, departure place, arrival time, destination, air journey duration, rail journey duration, connecting mode, railway type, transfer city, transfer duration, and transfer mode.

[0160] In a specific embodiment disclosed in the present application, the third screening unit 60 includes:

[0161] a third comparing unit, configured to compare time information within a plurality of travel data items with corresponding base station identifiers, and to use identical plurality of travel data items as a determination data group, wherein the time information includes departure time, arrival time, air travel time, rail travel time, and transfer time;

[0162] a third acquiring unit, configured to acquire target signaling data corresponding to the travel data in the determination data group, and obtain a plurality of fourth signaling data;

[0163] a fourth unit configured to determine, from the fourth signaling data, base station identifiers and corresponding timestamps within a preset time range before the departure time and within a preset time range after the arrival time as a base station sequence;

[0164] a fifth calculation unit, configured to calculate base station sequence similarities between the plurality of fourth signaling data to obtain a plurality of similarity values;

[0165] a fifth eliminating unit, configured to randomly eliminate one of the two fourth signaling data corresponding to the calculated similarity when the similarity value is greater than a set threshold, to obtain a plurality of fourth signaling data after elimination;

[0166] The fifth unit is used to use the formed data corresponding to the fourth signaling data after being eliminated as the target travel data.

[0167] In a specific implementation disclosed in this application, the ninth determining unit includes:

[0168] The first processing unit is configured to, when the connecting mode is air first and then rail, and the second arrival time is equal to the third arrival time, and the user transfers at the same station;

[0169] The second processing unit is configured to, when the connecting mode is air first and then rail, and the second arrival time is less than the third arrival time, and the user transfers to another station;

[0170] a third processing unit configured to, when the connecting mode is rail first and then air, and the fourth arrival time is equal to the first arrival time, and the user transfers at the same station;

[0171] The fourth processing unit is used to, when the connecting mode is rail first and then air, and the fourth arrival time is less than the first arrival time, and the user transfers at a different station.

[0172] It should be noted that, regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated on here.

[0173] Example 3:

[0174] Corresponding to the above method embodiment, this embodiment also provides an air-rail intermodal OD acquisition device based on mobile phone signaling data. The air-rail intermodal OD acquisition device based on mobile phone signaling data described below and the air-rail intermodal OD acquisition method based on mobile phone signaling data described above can be referenced to each other.

[0175] Figure 6 FIG. 8 is a block diagram of an air-rail intermodal OD acquisition device 800 based on mobile phone signaling data according to an exemplary embodiment. Figure 6 As shown, the air-rail intermodal OD acquisition device 800 based on mobile phone signaling data may include: a processor 801, a memory 802. The air-rail intermodal OD acquisition device 800 based on mobile phone signaling data may also include one or more of a multimedia component 803, an I / O interface 804, and a communication component 805.

[0176] The processor 801 is used to control the overall operation of the air-rail intermodal OD acquisition device 800 based on mobile phone signaling data, thereby completing all or part of the steps of the above-mentioned air-rail intermodal OD acquisition method based on mobile phone signaling data. The memory 802 is used to store various types of data to support the operation of the air-rail intermodal OD acquisition device 800 based on mobile phone signaling data. This data may include, for example, instructions for any application or method operating on the air-rail intermodal OD acquisition device 800 based on mobile phone signaling data, as well as application-related data such as contact information, sent and received messages, images, audio, video, etc. The memory 802 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The multimedia component 803 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 802 or transmitted via the communication component 805. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 804 provides an interface between the processor 801 and other interface modules. The above-mentioned other interface modules can be a keyboard, a mouse, buttons, etc. These buttons can be virtual buttons or physical buttons. The communication component 805 is used for wired or wireless communication between the air-rail intermodal OD acquisition device 800 based on mobile phone signaling data and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G or 4G, or a combination of one or more of them, so the corresponding communication component 805 may include: Wi-Fi module, Bluetooth module, NFC module.

[0177] In an exemplary embodiment, the air-rail intermodal OD acquisition device 800 based on mobile phone signaling data can be implemented by one or more application-specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned air-rail intermodal OD acquisition method based on mobile phone signaling data.

[0178] In another exemplary embodiment, a computer-readable storage medium including program instructions is further provided. When executed by a processor, the program instructions implement the steps of the aforementioned method for obtaining an air-rail interline OD based on mobile phone signaling data. For example, the computer-readable storage medium may be the aforementioned memory 802 including the program instructions. The program instructions may be executed by the processor 801 of the air-rail interline OD obtaining device 800 based on mobile phone signaling data to implement the aforementioned method for obtaining an air-rail interline OD based on mobile phone signaling data.

[0179] Example 4:

[0180] Corresponding to the above method embodiment, this embodiment also provides a readable storage medium. The readable storage medium described below and the air-rail intermodal OD acquisition method based on mobile phone signaling data described above can refer to each other.

[0181] A readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the method for obtaining air-rail intermodal OD based on mobile phone signaling data in the above-mentioned method embodiment.

[0182] The readable storage medium may specifically be any readable storage medium that can store program code, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0183] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

[0184] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A method for obtaining air-rail connection OD based on mobile phone signaling data, characterized in that: include: Obtain mobile phone signaling data of multiple users; Respectively removing part of the plurality of mobile phone signaling data to obtain a plurality of target signaling data, each target signaling data including a mobile device identification code, a timestamp and a base station identifier; Performing a preliminary screening based on base station identifiers in a plurality of target signaling data to determine a plurality of first signaling data, wherein the user corresponding to the first signaling data has passed through two railway stations and two civil aviation stations; Performing secondary screening based on base station identifiers and timestamps in the plurality of first signaling data to determine a plurality of second signaling data, wherein the user corresponding to the second signaling data adopts an air-rail travel mode; generating a corresponding plurality of travel data based on the plurality of second signaling data, wherein the travel data includes a departure place, a destination, and a travel route of the corresponding user; User independence screening is performed based on multiple travel data to obtain multiple target travel data, and the similarity between the multiple target travel data does not exceed a set threshold.

2. The method for obtaining air-rail connection OD based on mobile phone signaling data according to claim 1 is characterized in that , performing initial screening based on base station identifiers in multiple target signaling data, and determining multiple first signaling data, including: Obtain identifications of communication base stations located within the railway station and civil aviation station, and obtain multiple sample base station identifications; taking a plurality of target signaling data as a first data set; When the base station identifiers in the target signaling data all belong to the same prefecture-level city, removing the target signaling data from the first data set to obtain a second data set after removal; When the base station identifier in the target signaling data does not include the sample base station identifiers of the two railway stations, the target signaling data is removed from the second data set to obtain a third data set after the removal; When the base station identifier in the target signaling data does not include sample base station identifiers of two civil aviation terminals, the target signaling data is removed from the third data set to obtain a fourth data set after removal; Multiple data in the fourth data set are used as the first signaling data.

3. The method for obtaining air-rail connection OD based on mobile phone signaling data according to claim 2 is characterized in that , performing secondary screening based on the base station identifiers and timestamps in the multiple first signaling data, and determining multiple second signaling data, including: Determine the distance between two civil aviation terminals and two railway terminals passed by each user based on the first signaling data, and obtain a first distance and a second distance respectively; Determine a first timestamp range from the first signaling data, where the first timestamp range includes a first range and a second range, the first timestamp range being a time range when the base station identifier is a sample base station identifier of a civil aviation station, and the first range and the second range respectively represent the user's stay time at two civil aviation stations; Determining a second timestamp range from the first signaling data, the first timestamp range including a third range and a fourth range, the second timestamp range being a time range when the base station identifier is a sample base station identifier of a railway station, the third range and the fourth range respectively representing a user's stay time in two railway stations; Calculating an air travel duration based on the first range and the second range, where the air travel duration is used to represent the time the user spends on the flight; Calculating a railway journey time based on the third range and the fourth range, where the railway journey time is used to represent the time spent by the user on the railway; Calculating a ratio of the first distance to the flight duration to obtain a first value; calculating a ratio of the second distance to the railway journey time to obtain a second value; When the first value is within a first preset speed range and the second value is within a second preset speed range, the corresponding first signaling data is used as the second signaling data.

4. The method for obtaining air-rail connection OD based on mobile phone signaling data according to claim 3 is characterized in that , generating corresponding multiple travel data based on the multiple second signaling data, including: Determining a first arrival time, a second arrival time, a first departure time, and a second departure time based on the second signaling data, wherein the first arrival time and the second arrival time represent the times when the user arrives at the two civil aviation terminals, respectively, and the first departure time and the second departure time represent the times when the user leaves the two civil aviation terminals, respectively, and the first arrival time is less than the second arrival time; determining a third arrival time, a fourth arrival time, and a third departure time and a fourth departure time based on the second signaling data, wherein the third arrival time and the fourth arrival time represent the times when the user arrives at the two railway stations respectively, the third departure time and the fourth departure time represent the times when the user leaves the two railway stations respectively, and the third arrival time is less than the fourth arrival time; comparing the first arrival time and the third arrival time to determine the departure time of the user; Determining the departure place based on the base station identifier corresponding to the departure time; comparing the second departure time and the fourth departure time to determine the arrival time of the user; determining the destination based on a base station identifier corresponding to the arrival time; comparing the first arrival time and the third arrival time to determine a connecting mode of the user, where the connecting mode includes air first then rail and rail first then air; determining a railway type based on the second value; Determining the minimum time between the second arrival time and the fourth arrival time, and determining a transfer city based on the base station identifier corresponding to the minimum time; Determining a transfer mode of the user based on the connecting mode, where the transfer mode includes same-station transfer and different-station transfer; determining a transfer time based on the transfer mode; The travel data is composed based on the mobile device identification code, the departure time, the departure place, the arrival time, the destination, the air journey time, the rail journey time, the connecting mode, the railway type, the transfer city, the transfer time, and the transfer mode.

5. A device for obtaining air-rail connection OD based on mobile phone signaling data, characterized in that: include: A first acquiring unit, configured to acquire mobile phone signaling data of multiple users; A first elimination unit is used to eliminate part of the data in the plurality of mobile phone signaling data to obtain a plurality of target signaling data, each target signaling data including a mobile device identification code, a timestamp and a base station identifier; a first screening unit, configured to perform initial screening based on base station identifiers in the plurality of target signaling data, and determine a plurality of first signaling data, wherein the user corresponding to the first signaling data has passed through two railway stations and two civil aviation stations; a second screening unit, configured to perform secondary screening based on base station identifiers and timestamps in the plurality of first signaling data, to determine a plurality of second signaling data, wherein the user corresponding to the second signaling data adopts an air-rail travel mode; a generating unit, configured to generate a corresponding plurality of travel data based on the plurality of second signaling data, wherein the travel data includes a departure place, a destination, and a travel route of the corresponding user; The third screening unit is configured to perform user independence screening based on the plurality of travel data to obtain a plurality of target travel data, wherein the similarity between the plurality of target travel data does not exceed a set threshold.

6. The device for obtaining air-rail connection OD based on mobile phone signaling data according to claim 5, characterized in that: The first screening unit includes: The second acquisition unit is used to acquire the communication base station identifiers located within the railway station and the civil aviation station to obtain multiple sample base station identifiers; The first unit is used to take a plurality of target signaling data as a first data set; A second elimination unit is configured to eliminate the target signaling data from the first data set when all base station identifiers in the target signaling data belong to the same prefecture-level city, so as to obtain a second data set after elimination; a third eliminating unit, configured to eliminate the target signaling data from the second data set when the base station identifier in the target signaling data does not include the sample base station identifiers of the two railway stations, to obtain a third data set after elimination; a fourth eliminating unit, configured to eliminate the target signaling data from the third data set when the base station identifier in the target signaling data does not include sample base station identifiers of two civil aviation terminals, to obtain a fourth data set after elimination; The second serving unit is configured to use multiple data in the fourth data set as the first signaling data.

7. The device for obtaining air-rail connection OD based on mobile phone signaling data according to claim 6, characterized in that: The second screening unit includes: A first determining unit is configured to determine, based on the first signaling data, the distance between two civil aviation terminals and two railway terminals passed by each user, to obtain a first distance and a second distance respectively; A second determining unit is configured to determine a first timestamp range from the first signaling data, where the first timestamp range includes a first range and a second range, the first timestamp range being a time range when the base station identifier is a sample base station identifier of a civil aviation station, and the first range and the second range respectively represent a user's stay time at two civil aviation stations; a third determining unit, configured to determine a second timestamp range from the first signaling data, where the first timestamp range includes a third range and a fourth range, the second timestamp range is a time range when the base station identifier is a sample base station identifier of a railway station, and the third range and the fourth range respectively represent the user's stay time in two railway stations; a first calculating unit, configured to calculate an air travel duration based on the first range and the second range, where the air travel duration is used to represent the time spent by the user on the air; a second calculating unit, configured to calculate a railway journey time based on the third range and the fourth range, wherein the railway journey time is used to represent the time spent by the user on the railway; a third calculating unit, configured to calculate a ratio of the first distance to the flight duration to obtain a first value; a fourth calculating unit, configured to calculate a ratio of the second distance to the railway journey time to obtain a second value; The third unit is configured to use the corresponding first signaling data as the second signaling data when the first value is within a first preset speed range and the second value is within a second preset speed range.

8. The device for obtaining air-rail connection OD based on mobile phone signaling data according to claim 7, characterized in that: The generating unit includes: a fourth determining unit, configured to determine, based on the second signaling data, a first arrival time, a second arrival time, a first departure time, and a second departure time, wherein the first arrival time and the second arrival time represent times when the user arrives at two civil aviation terminals, respectively, the first departure time and the second departure time represent times when the user leaves the two civil aviation terminals, respectively, and the first arrival time is less than the second arrival time; a fifth determining unit, configured to determine, based on the second signaling data, a third arrival time, a fourth arrival time, a third departure time, and a fourth departure time, wherein the third arrival time and the fourth arrival time represent times when the user arrives at two railway stations respectively, the third departure time and the fourth departure time represent times when the user leaves the two railway stations respectively, and the third arrival time is less than the fourth arrival time; a first comparing unit, configured to compare the first arrival time with the third arrival time to determine the departure time of the user; a sixth determining unit, configured to determine the departure place based on the base station identifier corresponding to the departure time; a second comparing unit, configured to compare the second departure time with the fourth departure time to determine the arrival time of the user; A sixth determining unit, configured to determine the destination based on the base station identifier corresponding to the arrival time; a third comparing unit, configured to compare the first arrival time and the third arrival time to determine a connecting mode of the user, the connecting mode including air first then rail and rail first then air; a seventh determining unit, configured to determine a railway type based on the second value; an eighth determining unit, configured to determine a minimum time between the second arrival time and the fourth arrival time, and determine a transfer city based on a base station identifier corresponding to the minimum time; A ninth determining unit, configured to determine a transfer mode of the user based on the connecting mode, where the transfer mode includes same-station transfer and different-station transfer; a tenth determining unit, configured to determine a transfer time based on the transfer mode; A composition unit is configured to compose the travel data based on the mobile device identification code, the departure time, the departure place, the arrival time, the destination, the air journey time, the rail journey time, the connecting mode, the railway type, the transfer city, the transfer time, and the transfer mode.

9. A device for obtaining air-rail connection OD based on mobile phone signaling data, characterized in that: include: memory for storing computer programs; A processor is used to implement the steps of the air-rail intermodal OD acquisition method based on mobile phone signaling data as described in any one of claims 1 to 4 when executing the computer program.

10. A readable storage medium, characterized in that: The readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the method for obtaining the air-rail intermodal OD based on mobile phone signaling data as claimed in any one of claims 1 to 4.

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