Bus operation scheduling method and electronic equipment

Abstract

The invention discloses a bus operation scheduling method and electronic equipment. The method comprises the following steps: displaying a first page; the first page comprises M easy-to-heap stations, N easy-to-heap lines and easy-to-heap time periods; in response to a departure time adjustment operation of the user on the first page, displaying a second page; the second page comprises the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first route; the first route is any one of N routes easy to pile up, and the first vehicle is any one of a plurality of target vehicles of the first route; the target vehicle is a vehicle causing congestion of M easy-to-heap stations in the easy-to-heap time period, and the user is a dispatcher; and sending the adjusted departure time to a vehicle-mounted display device of the first vehicle or a terminal device of a driver of the first vehicle. By applying the scheduling method provided by the invention, the situation that the buses get in can be reduced, so that the traffic jam situation of the stations easy to get in is relieved, the time for the buses to get in is reduced, and the travel experience of passengers is improved.

Description

Technical Field

[0001] The present application relates to the technical field of bus dispatching, and in particular to a dispatching method and electronic equipment for bus operation. Background Art

[0002] In the field of public transportation, there is usually an operation schedule, and each bus departs according to the schedule. However, in the actual operation process, due to road conditions and other reasons, buses may enter certain stations in large numbers, which causes traffic congestion in these crowded stations, prolongs the time for vehicles to enter the station and the waiting time for passengers, affects passengers' travel, and reduces the level of public services. Summary of the invention

[0003] In an exemplary embodiment of the present application, a bus operation scheduling method and electronic equipment are provided to reduce the situation where buses crowd into stations, thereby alleviating traffic congestion at stations prone to crowding, reducing vehicle entry time, and improving passengers' travel experience.

[0004] According to a first aspect of an exemplary embodiment, a method for scheduling bus operation is provided, comprising:

[0005] Display the first page; wherein the first page includes M sites prone to crowding, N routes prone to crowding, and time periods prone to crowding;

[0006] In response to the user's operation of adjusting the departure time on the first page, a second page is displayed; wherein the second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first route; the first route is any one of N routes prone to congestion, the first vehicle is any one of multiple target vehicles of the first route; the target vehicle is a vehicle that causes congestion at M sites prone to congestion during the period prone to congestion, and the user is a dispatcher;

[0007] The adjusted departure time is sent to the on-board display device of the first vehicle or the terminal device of the driver of the first vehicle.

[0008] In the embodiment of the present application, M easy-to-crowd sites, N easy-to-crowd routes and easy-to-crowd time periods are first displayed on the first page. When the dispatcher has a request to adjust the planned departure time, the second page can be displayed in response to the user's departure time adjustment operation on the first page. The second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first line; the first line is any one of the N easy-to-crowd routes, and the first vehicle is any one of the multiple target vehicles of the first line; the target vehicle is a vehicle that causes congestion at M easy-to-crowd sites during the easy-to-crowd time period. Finally, the adjusted departure time is sent to the on-board display device of the first vehicle or the terminal device of the driver of the first vehicle. In this way, controlling each vehicle to operate according to its corresponding adjusted departure time can alleviate the situation of buses crowding into the station, alleviate traffic congestion at easy-to-crowd sites, reduce the time for vehicles to enter the station, and improve the travel experience of passengers.

[0009] In one feasible implementation, the adjusted departure time corresponding to each planned departure time of each vehicle is determined in the following manner:

[0010] Determine the planned departure times corresponding to the N easy-to-crowd routes reaching the M easy-to-crowd stations during the easy-to-crowd period;

[0011] Based on the set adjustment time range, determine the reference departure time set corresponding to each planned departure time;

[0012] For each planned departure time, select a target reference departure time from the corresponding reference departure time set;

[0013] When the train is dispatched according to the dispatching scheme consisting of the target reference dispatching times corresponding to the respective planned dispatching times, at least one arrival time at the M easily crowded stations is calculated;

[0014] Calculate the score of the departure plan according to at least one arrival time;

[0015] A target departure plan is determined based on the scores of each departure plan; wherein, in the target departure plan, the target reference departure time corresponding to each planned departure time is the adjusted departure time.

[0016] The above embodiment determines the planned departure times corresponding to each of the N easy-to-crowd lines that reach M easy-to-crowd sites within the easy-to-crowd period, and then for each planned departure time, selects a target reference departure time from the corresponding reference departure time set, and a departure plan is formed by the target reference departure time corresponding to each planned departure time. When the train is dispatched according to each departure plan, the score of each departure plan is calculated by the arrival time at the M easy-to-crowd sites, and then a target departure plan is selected from multiple departure plans, and each target reference departure time included in the target departure plan is the respective adjusted departure time. Therefore, the original driving plan (the planned departure time of the line vehicle) is adjusted at a relatively small time change cost, the time for the vehicle to reach the easy-to-crowd site is controlled, the crowding phenomenon of vehicles of multiple lines passing through the easy-to-crowd site is reduced, traffic congestion and the time for passengers to wait for the vehicle to enter the station are reduced, and the level of public services is improved.

[0017] In an achievable implementation scheme, the M sites prone to clustering, the N routes prone to clustering, and the time periods prone to clustering are determined in the following manner:

[0018] Obtain historical vehicle passing data; wherein the historical vehicle passing data includes the time when vehicles of each line pass through the stations included in the line;

[0019] Based on historical vehicle passing data, M sites prone to congestion, N routes prone to congestion, and time periods prone to congestion are determined; among which, the number of vehicles passing through each site prone to congestion within a set time period is greater than a set vehicle number threshold.

[0020] In the above embodiment, all stations and routes can be screened through historical vehicle passing data to find the stations and routes that are prone to crowding, and then the planned departure time of vehicles on the routes that are prone to crowding can be adjusted. There is no need to adjust all stations and routes, which reduces the amount of data processing.

[0021] In an achievable implementation, the score of the departure plan includes a first score and a second score; and the score of the departure plan is calculated according to at least one arrival time, including:

[0022] Determine a first number of target reference departure times corresponding to each of the planned departure times that causes the M clustered stations to cluster;

[0023] Calculate a first score of the departure plan according to the first number; wherein the first score is used to describe the number of clusters after the departure plan is executed;

[0024] For each target reference departure time, respectively calculate the time difference between the target reference departure time and the corresponding planned departure time;

[0025] A second score of the departure plan is calculated according to the time differences corresponding to the respective target reference times; wherein the second score is used to describe the number of adjusted minutes after the departure plan is executed.

[0026] In the above embodiment, the first score is used to characterize the crowding situation of the departure plan. The lower the first score, the less crowding situation. The second score is used to characterize the degree to which the adjusted departure time deviates from the original departure time, that is, the degree of impact on the original plan. The lower the second score, the less impact on the original plan. Therefore, the new departure plan determined by comprehensively considering the mitigation of the crowding phenomenon and the degree of impact on the original plan is more effective.

[0027] In one feasible implementation, calculating a first score of a starting plan according to a first quantity includes:

[0028] determining a ratio of the first number to the total number of scheduled departure times as a first score; or

[0029] The first number is determined as a first score.

[0030] In the above embodiment, since the first score is used to characterize the clustering of the departure plans, the first score can be directly represented by the first number or by the ratio of the first number to the total number of planned departure times, both of which can represent the clustering.

[0031] In an achievable implementation, calculating the second score of the departure plan according to the time differences corresponding to the respective target reference times includes:

[0032] Determine the sum of the time differences corresponding to each target reference time as the second score of the departure plan.

[0033] In the above embodiment, since the second score is used to characterize the degree to which the adjusted departure time deviates from the original planned departure time, the sum of the time differences corresponding to the respective target reference times can be used as the second score, thereby indicating the degree of impact on the original plan.

[0034] In a feasible implementation scheme, a target departure scheme is determined according to the scores of each departure scheme, including:

[0035] Determine the first departure plan with the lowest score as the target departure plan;

[0036] If there are more than or equal to two departure plans with the lowest first score, the departure plan with the lowest second score is selected as the target departure plan.

[0037] In the above embodiment, since the alleviation of the crowding situation is more important than the degree of deviation from the original plan, when there are multiple departure plans, the first scores can be compared first, and when the first scores are the same, the second scores can be compared to select a target departure plan with better effect.

[0038] In an achievable implementation scheme, before determining each planned departure time corresponding to each of the N routes prone to congestion within the time period prone to congestion, the method further includes:

[0039] Obtain N departure schedules corresponding to N routes prone to crowding;

[0040] Determine the planned departure times corresponding to each of the N routes prone to congestion during the congestion period, including:

[0041] For each line prone to congestion, the departure time in the departure schedule of the line prone to congestion that is within the period prone to congestion is determined as the planned departure time corresponding to the line prone to congestion.

[0042] In the above embodiment, by inferring the corresponding planned departure time from the time period prone to crowding, different planned departure times can be adjusted in a targeted manner. According to a second aspect of the exemplary implementation, an electronic device is provided, including a display screen and a processor;

[0043] The display is configured to perform:

[0044] Display the first page; wherein the first page includes M sites prone to crowding, N routes prone to crowding, and time periods prone to crowding;

[0045] A processor configured to execute:

[0046] In response to the user's operation of adjusting the departure time on the first page, a second page is displayed; wherein the second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first route; the first route is any one of N routes prone to congestion, the first vehicle is any one of multiple target vehicles of the first route; the target vehicle is a vehicle that causes congestion at M sites prone to congestion during the period prone to congestion, and the user is a dispatcher;

[0047] The adjusted departure time is sent to the on-board display device of the first vehicle or the terminal device of the driver of the first vehicle.

[0048] According to a third aspect of an exemplary embodiment, a bus operation dispatching device is provided, comprising:

[0049] The display unit is used to: display a first page; wherein the first page includes M sites prone to crowding, N routes prone to crowding, and time periods prone to crowding;

[0050] The display unit is further used to: display a second page in response to a departure time adjustment operation of the user on the first page; wherein the second page includes an adjusted departure time corresponding to a first planned departure time of a first vehicle of a first route; the first route is any one of N routes prone to crowding, the first vehicle is any one of a plurality of target vehicles of the first route; the target vehicle is a vehicle causing congestion at M sites prone to crowding during a period prone to crowding, and the user is a dispatcher;

[0051] The processing unit is used to send the adjusted departure time to the on-board display device of the first vehicle or the terminal device of the driver of the first vehicle.

[0052] According to a fourth aspect of the exemplary implementation, a computer storage medium is provided, in which computer program instructions are stored. When the instructions are executed on a computer, the computer executes the bus operation scheduling method as described in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0054] Figure 1 An application scenario diagram of a bus operation scheduling method provided by an embodiment of the present application is exemplarily shown;

[0055] Figure 2 A flowchart of a bus operation scheduling method provided by an embodiment of the present application is exemplarily shown;

[0056] Figure 3 A schematic diagram of bus operation scheduling provided by an embodiment of the present application is exemplarily shown;

[0057] Figure 4 A flowchart of a method for determining an adjusted departure time corresponding to each planned departure time of each vehicle provided in an embodiment of the present application is exemplarily shown;

[0058] Figure 5 A flowchart of a method for calculating a score of a departure plan provided in an embodiment of the present application is exemplarily shown;

[0059] Figure 6 A schematic diagram of bus operation scheduling provided by an embodiment of the present application is exemplarily shown;

[0060] Figure 7A schematic diagram of a driving preparation before simulation provided by an embodiment of the present application is exemplarily shown;

[0061] Figure 8 A schematic diagram exemplarily shows a simulated driving effect provided by an embodiment of the present application;

[0062] Fig. 9 The schematic diagram of the structure of a bus operation dispatching device provided in an embodiment of the present application is exemplarily shown;

[0063] Fig.10 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application is exemplarily shown. DETAILED DESCRIPTION

[0064] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application.

[0065] For ease of understanding, the terms involved in the embodiments of the present application are explained below:

[0066] (1) A solver is a mathematical tool or software component used to solve specific types of mathematical problems, especially optimization problems and equation solving.

[0067] The solver consists of four parts: planning scheme, planning entity, problem facts and planning score. The planning scheme is the overall planning entrance, which includes the planning entity variable list and the problem fact variable list. The planning entity contains the problem fact variables and the problem fact variables and the variable list referenced by the data it obtains. The planning score is the key to scoring the results through rules and constraints. The planning scheme continuously adjusts each variable through the planning score and evaluates it with the planning score to develop in a better direction and obtain a better final result.

[0068] In detail, solvers play an important role in mathematical modeling, operations research, engineering optimization and other fields. They are usually designed to find the optimal solution to a mathematical problem, that is, to find the value of one or more variables under given constraints so that a certain objective function is optimal. These mathematical problems can involve linear programming, integer programming, nonlinear programming, etc. For example, a linear programming solver can help an enterprise find a production plan with the lowest production cost under limited resources. The working principle of the solver is usually based on complex mathematical algorithms, such as the simplex method and the interior point method. These algorithms gradually approach the optimal solution through iterative calculations. Modern solvers also integrate many advanced functions, such as sensitivity analysis, parallel computing, and heuristic algorithms to improve the efficiency and accuracy of the solution. In practical applications, solvers are widely used to solve complex problems such as logistics planning, financial portfolio optimization, and power system scheduling. For example, in supply chain management, the optimal inventory level and transportation route can be found by using solvers to reduce operating costs. In the financial field, solvers can help determine the best investment portfolio to maximize returns under the premise of risk control. These practical applications all reflect the powerful ability and flexibility of solvers in solving complex mathematical problems. In the embodiment of the present application, the optaplanner solver can be applied.

[0069] In the field of public transportation, there is usually an operation schedule, and each bus departs according to the schedule. However, in the actual operation process, due to road conditions and other reasons, buses may enter certain stations in large numbers, which causes traffic congestion in these crowded stations, prolongs the time for vehicles to enter the station and the waiting time for passengers, affects passengers' travel, and reduces the level of public services.

[0070] To this end, an embodiment of the present application provides a bus operation scheduling method, which can calculate the adjusted departure time corresponding to each planned departure time. Buses running according to the adjusted departure time can effectively alleviate congestion at stations prone to crowding.

[0071] After introducing the design ideas of the embodiments of the present application, the following briefly introduces the application scenarios to which the technical solutions of the embodiments of the present application can be applied. It should be noted that the application scenarios introduced below are only used to illustrate the embodiments of the present application and are not limited. In specific implementation, the technical solutions provided by the embodiments of the present application can be flexibly applied according to actual needs.

[0072] refer to Figure 1 , shows an application scenario diagram of a bus operation scheduling method, Z1 and Z2 are bus stops, taking Z1 as an example, within 3 minutes, three buses enter the station, then it can be determined that there is a situation of crowded entry within this time period.

[0073] To further illustrate the technical solution provided by the embodiment of the present application, this is described in detail below in conjunction with the accompanying drawings and specific implementation methods. Although the embodiment of the present application provides the method operation steps shown in the following embodiments or drawings, more or fewer operation steps may be included in the method based on routine or no creative labor. In the steps where there is no necessary causal relationship logically, the execution order of these steps is not limited to the execution order provided in the embodiment of the present application.

[0074] Combine the following Figure 1 The application scenario shown is shown in Figure 2 The flowchart of a bus operation dispatching method is shown, which is applied to an electronic device, and the electronic device can be a dispatching device, which can be arranged in a dispatching room for dispatching each bus. Figure 2 , the technical solution provided in the embodiments of the present application is described.

[0075] S201: Display the first page.

[0076] S202: In response to the user's operation of adjusting the departure time on the first page, displaying the second page.

[0077] S203: Send the adjusted departure time to the on-board display device of the first vehicle or the terminal device of the driver of the first vehicle.

[0078] In the embodiment of the present application, M easy-to-crowd sites, N easy-to-crowd routes and easy-to-crowd time periods are first displayed on the first page. When the dispatcher has a request to adjust the planned departure time, the second page can be displayed in response to the user's departure time adjustment operation on the first page. The second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first line; the first line is any one of the N easy-to-crowd routes, and the first vehicle is any one of the multiple target vehicles of the first line; the target vehicle is a vehicle that causes congestion at M easy-to-crowd sites during the easy-to-crowd time period. Finally, the adjusted departure time is sent to the on-board display device of the first vehicle or the terminal device of the driver of the first vehicle. In this way, controlling each vehicle to operate according to its corresponding adjusted departure time can alleviate the situation of buses crowding into the station, alleviate traffic congestion at easy-to-crowd sites, reduce the time for vehicles to enter the station, and improve the travel experience of passengers.

[0079] In S201, the dispatching device may display a first page, which includes M easily crowded sites, N easily crowded routes and easily crowded time periods. The display content of the first page may be used as a reference for dispatching personnel to decide whether to adjust the planned departure time.

[0080] In S202, the dispatching device displays a second page in response to the user's operation of adjusting the departure time on the first page, and the user is a dispatcher.

[0081] Among them, the second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first route, the first route is any one of N routes prone to congestion, and the first vehicle is any one of multiple target vehicles of the first route; the target vehicle is a vehicle that causes congestion at M stations prone to congestion during the period prone to congestion.

[0082] For example, if the sites that are prone to crowding are site A and site B, the routes that are prone to crowding are route 1 and route 2, and the time period that is prone to crowding is 7:00-7:30, then it can be determined that the vehicles that cause congestion at the site that is prone to crowding in route 1 are vehicle 11 with a scheduled departure time of 7:10 and vehicle 12 with a scheduled departure time of 7:15; it can also be determined that the vehicles that cause congestion at the site that is prone to crowding in route 2 are vehicle 21 with a scheduled departure time of 7:12 and vehicle 22 with a scheduled departure time of 7:18. The second page includes the adjusted departure times of vehicle 11, vehicle 12, vehicle 21, and vehicle 22.

[0083] Figure 3 A schematic diagram of bus operation scheduling provided in an embodiment of the present application, wherein: Figure 3 (a) is a schematic diagram of the first page. Figure 3 (b) is a schematic diagram of the second page. The first page displays the second page in response to the user's operation of adjusting the departure time on the first page.

[0084] In S203, the adjusted departure time is sent to the vehicle display device of the first vehicle or the terminal device of the driver of the first vehicle. The distance between the front and rear vehicles on the road section and the current number of vehicles at the site prone to crowding can also be sent to the vehicle display device or the terminal device of the first vehicle, so that the driver can comprehensively consider these privacy and independently control the timing of entering the site prone to crowding, thereby reducing the crowding phenomenon.

[0085] Figure 4 A flow chart of a method for determining an adjusted departure time corresponding to each planned departure time of each vehicle provided in an embodiment of the present application, Figure 4 At least the following steps are included:

[0086] S401: Determine the planned departure times corresponding to N lines prone to congestion that reach M stations prone to congestion within a period prone to congestion.

[0087] Optionally, the sites, routes and time periods where vehicles are likely to be crowded can be calculated through steps A1-A2. A1: Obtain historical vehicle passing data.

[0088] The historical vehicle passing data includes the time when the vehicles of each route pass the stations included in the route. For example, the XX urban area includes 10 routes, each of which has 10 vehicles. In this way, the time when these 100 vehicles pass the stations included in their own routes can be obtained.

[0089] A2: Based on historical traffic data, determine M sites prone to traffic congestion, N routes prone to traffic congestion, and time periods prone to traffic congestion.

[0090] Optionally, a crowding condition is preset, and the crowding condition may be, for example, that the number of vehicles at the same station within a set time period (e.g., within 1 minute) is greater than a set vehicle number threshold (2 vehicles). Therefore, based on historical vehicle passing data, it is possible to determine which stations are prone to crowding and the time periods prone to crowding, and it is also possible to determine which lines of vehicles cause the crowding.

[0091] S402: Determine the planned departure times corresponding to the N easily crowded routes reaching the M easily crowded sites within the easily crowded time period.

[0092] In order to determine the planned departure times corresponding to N lines prone to congestion within the time period prone to congestion, N departure schedules corresponding to the N lines prone to congestion can be first obtained, and then, for each line prone to congestion, the departure time in the departure schedule of the line prone to congestion that is within the time period prone to congestion can be determined as the planned departure time corresponding to the line prone to congestion.

[0093] For example, the crowded time period of Station A and Station B is 7:00-7:30. Taking Station A as an example, the bus speed and road conditions can be used to determine which vehicle will arrive at Station A during this period. In this way, it can be determined that the vehicles causing congestion at the crowded stations in Bus No. 1 are Vehicle 11 with a scheduled departure time of 7:10 and Vehicle 12 with a scheduled departure time of 7:15; it can also be determined that the vehicles causing congestion at the crowded stations in Bus No. 2 are Vehicle 21 with a scheduled departure time of 7:12 and Vehicle 22 with a scheduled departure time of 7:18. Therefore, the scheduled departure times corresponding to Bus No. 1 are 7:10 and 7:15; and the scheduled departure times corresponding to Line 2 are 7:12 and 7:18. In other words, in this example, the four scheduled departure times that need to be adjusted are these four.

[0094] S403: Based on the set adjustment time range, determine a reference departure time set corresponding to each planned departure time.

[0095] The adjustment time range can be set to 3 minutes before and after. For example, if the scheduled departure time is 7:10, the corresponding reference departure time set is [7:07, 7:08, 7:09, 7:10, 7:11, 7:12, 7:13]. The reference departure time sets corresponding to other scheduled departure times are the same and will not be described here.

[0096] S404: For each planned departure time, select a target reference departure time from the corresponding reference departure time set.

[0097] Among them, a target reference departure time can be selected from the reference departure time set corresponding to each planned departure time. The selection method can be random or implemented by applying the optaplanner solver. Thus, according to the above example, there are four planned departure times that need to be adjusted, and the reference departure time set corresponding to each planned departure time includes seven options. Thus, selecting a target reference departure time from each reference departure time set can form a departure plan. Different selection methods are used, and the number of departure plans formed is different.

[0098] In a specific example, for bus No. 1 with a scheduled departure time of 7:10 and 7:15, the target reference departure time is 7:08 and 7:16; for bus No. 2 with a scheduled departure time of 7:12 and 7:18, the target reference departure time is 7:15 and 7:16. This is a departure plan.

[0099] S405: When the train is dispatched according to the dispatch plan consisting of the target reference dispatch times corresponding to the respective planned dispatch times, at least one arrival time at M easily crowded stations is calculated.

[0100] Alternatively, still using the above example, assuming that vehicles 11, 12, 21 and 22 are controlled to depart at 7:08, 7:16, 7:15 and 7:16 in the departure plan, the arrival time of these four vehicles at the easy-crowding station A (T A1 , T A2 , T A3 , T A4 ) and the arrival time of the clustering site B (T B1 , T B2 , T B3 , T B4 ).

[0101] S406: Calculate a score of the departure plan according to at least one arrival time.

[0102] Among them, the score of each departure plan can be calculated according to the arrival time of each vehicle at each easily crowded station.

[0103] Figure 5 A flow chart of a method for calculating a score of a departure plan provided in an embodiment of the present application, Figure 5 At least the following steps are included:

[0104] S406-1: Determine a first number of target reference departure times corresponding to each planned departure time that results in M ​​clustered stations being clustered together.

[0105] For example, for sites A and T that are prone to clustering A1 , T A2 , T A3 , T A4 If the number of items within the set time period (for example, within 1 minute) is 3, then the first quantity is 3.

[0106] S406-2: Calculate a first score of the departure plan according to the first quantity.

[0107] The first score is used to describe the number of clusters after the departure plan is executed. Optionally, the ratio of the first number to the total number of planned departure times is determined as the first score; or, the first number is determined as the first score. In this example, the first score can be 3 or 0.75. The lower the first score, the less severe the clustering.

[0108] S406-3: For each target reference departure time, respectively calculate the time difference between the target reference departure time and the corresponding planned departure time.

[0109] The planned departure times of vehicles 11, 12, 21 and 22 are 7:10, 7:15, 7:12 and 7:18 respectively; the target reference departure times of vehicles 11, 12, 21 and 22 are 7:08, 7:16, 7:15 and 7:16 respectively. Therefore, the four time differences are 2 minutes, 1 minute, 3 minutes and 2 minutes respectively.

[0110] S406-4: Calculate a second score of the departure plan according to the time differences corresponding to the respective target reference times.

[0111] The second score is used to describe the number of adjusted minutes after the departure plan is executed. Optionally, the sum of the time differences corresponding to each target reference time is determined as the second score of the departure plan. For example, the second score is 2+1+3+2=8 points. The lower the second score, the smaller the deviation from the original departure time and the smaller the impact on the original plan.

[0112] S407: Determine a target departure plan according to the scores of each departure plan.

[0113] When there are multiple departure plans, the target departure plan can be determined according to the first score and the second score of each departure plan, and then the target reference departure time corresponding to each planned departure time in the target departure plan is used as the adjusted departure time.

[0114] Optionally, the departure plan with the lowest first score may be determined as the target departure plan; if there are more than or equal to two departure plans with the lowest first score, the departure plan with the lowest second score is selected as the target departure plan.

[0115] In this way, the adjusted departure time of each vehicle can be determined by comprehensively considering the severity of the crowding situation and the degree of deviation from the original scheduled departure time.

[0116] In order to make the technical solution of this application clearer, Figure 6 A schematic diagram of bus operation scheduling provided in an embodiment of the present application.

[0117] pass Figure 6 It can be seen that by adjusting the planned departure times of Routes 1, 2, and 3 and staggering the arrival times at various stations prone to crowding, the crowding phenomenon at each station can be minimized as much as possible. For example, Routes 1 can depart 2 minutes earlier and Routes 3 can depart 1 minute later, thereby alleviating the phenomenon of crowding at the station.

[0118] The embodiments of the present application adjust the original driving plan (the planned departure time of line vehicles) with a smaller time change cost, control the time it takes for vehicles to arrive at stations prone to congestion, reduce the congestion of vehicles from multiple lines passing through stations prone to congestion, reduce traffic congestion and the time passengers wait for vehicles to enter the station, and improve the level of public services.

[0119] After obtaining the adjusted departure time corresponding to each planned departure time, in order to verify the accuracy of the adjusted departure time, it can be verified through software simulation. Figure 7 A schematic diagram of a pre-simulation driving preparation provided in an embodiment of the present application, in response to a user Figure 7 The operation of the simulation control in Figure 8 , Figure 8 A schematic diagram of a simulated driving effect provided in an embodiment of the present application. Figure 8 It can be seen from the simulation results that running according to the adjusted departure times can effectively alleviate the crowding situation.

[0120] Therefore, the embodiment of the present application finds out the stations and time periods where vehicles are likely to gather according to the number of vehicles passing the same station in a short period of time (for example, 1 minute), and stores the results in the database. Then, the solution in the present application is executed, and the adjustment results are written into the database adjustment plan table. Finally, the adjustment results are displayed by reading the database adjustment plan table. The adjusted departure time, planned departure time, and actual departure time can also be displayed in Figure 7 or Figure 8 in the corresponding page.

[0121] like Fig. 9 As shown, based on the same inventive concept, an embodiment of the present application provides a bus operation scheduling device, including a display unit 91 and a processing unit 92.

[0122] The display unit 91 is used to display a first page, wherein the first page includes M sites that are prone to crowding, N routes that are prone to crowding, and time periods that are prone to crowding;

[0123] The display unit 91 is further used to: in response to the user's departure time adjustment operation on the first page, display a second page; wherein the second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first route; the first route is any one of N routes prone to congestion, the first vehicle is any one of multiple target vehicles of the first route; the target vehicle is a vehicle that causes congestion at M sites prone to congestion during the period prone to congestion, and the user is a dispatcher;

[0124] The processing unit 92 is used to send the adjusted departure time to the on-board display device of the first vehicle or the terminal device of the driver of the first vehicle.

[0125] In an optional implementation, the processing unit 92 is further configured to determine the adjusted departure time corresponding to each planned departure time of each vehicle in the following manner:

[0126] Determine the planned departure times corresponding to the N easy-to-crowd routes reaching the M easy-to-crowd stations during the easy-to-crowd period;

[0127] Based on the set adjustment time range, determine the reference departure time set corresponding to each planned departure time;

[0128] For each planned departure time, select a target reference departure time from the corresponding reference departure time set;

[0129] When the train is dispatched according to the dispatching scheme consisting of the target reference dispatching times corresponding to the respective planned dispatching times, at least one arrival time at the M easily crowded stations is calculated;

[0130] Calculate the score of the departure plan according to at least one arrival time;

[0131] A target departure plan is determined based on the scores of each departure plan; wherein, in the target departure plan, the target reference departure time corresponding to each planned departure time is the adjusted departure time.

[0132] In an optional implementation manner, the M sites that are prone to clustering, the N routes that are prone to clustering, and the time periods that are prone to clustering are determined by the processing unit 92 in the following manner:

[0133] Obtain historical vehicle passing data; wherein the historical vehicle passing data includes the time when vehicles of each line pass through the stations included in the line;

[0134] Based on historical vehicle passing data, M sites prone to congestion, N routes prone to congestion, and time periods prone to congestion are determined; among which, the number of vehicles passing through each site prone to congestion within a set time period is greater than a set vehicle number threshold.

[0135] In an optional implementation, the scoring of the departure plan includes a first scoring and a second scoring; the processing unit 92 is specifically configured to:

[0136] Determine a first number of target reference departure times corresponding to each of the planned departure times that causes the M clustered stations to cluster;

[0137] Calculate a first score of the departure plan according to the first number; wherein the first score is used to describe the number of clusters after the departure plan is executed;

[0138] For each target reference departure time, respectively calculate the time difference between the target reference departure time and the corresponding planned departure time;

[0139] A second score of the departure plan is calculated according to the time differences corresponding to the respective target reference times; wherein the second score is used to describe the number of adjusted minutes after the departure plan is executed.

[0140] In an optional implementation, the processing unit 92 is specifically configured to:

[0141] determining a ratio of the first number to the total number of scheduled departure times as a first score; or

[0142] The first number is determined as a first score.

[0143] In an optional implementation, the processing unit 92 is specifically configured to:

[0144] Determine the sum of the time differences corresponding to each target reference time as the second score of the departure plan.

[0145] In an optional implementation, the processing unit 92 is specifically configured to:

[0146] Determine the first departure plan with the lowest score as the target departure plan;

[0147] If there are more than or equal to two departure plans with the lowest first score, the departure plan with the lowest second score is selected as the target departure plan.

[0148] In an optional implementation, the processing unit 92 is further configured to determine, before each planned departure time corresponding to each of the N routes prone to congestion within the time period prone to congestion:

[0149] Obtain N departure schedules corresponding to N routes prone to crowding;

[0150] Determine the planned departure times corresponding to each of the N routes prone to congestion during the congestion period, including:

[0151] For each line prone to congestion, the departure time in the departure schedule of the line prone to congestion that is within the period prone to congestion is determined as the planned departure time corresponding to the line prone to congestion.

[0152] Since the device is the device in the method in the embodiment of the present application, and the principle of solving the problem by the device is similar to that of the method, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0153] like Fig.10 As shown, based on the same inventive concept, an embodiment of the present application provides an electronic device, including a display screen 101 and a processor 102 .

[0154] The display screen 101 is configured to perform:

[0155] Display the first page; wherein the first page includes M sites prone to crowding, N routes prone to crowding, and time periods prone to crowding;

[0156] The processor 102 is configured to execute:

[0157] In response to the user's operation of adjusting the departure time on the first page, a second page is displayed; wherein the second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first route; the first route is any one of N routes prone to congestion, the first vehicle is any one of multiple target vehicles of the first route; the target vehicle is a vehicle that causes congestion at M sites prone to congestion during the period prone to congestion, and the user is a dispatcher;

[0158] The adjusted departure time is sent to the on-board display device of the first vehicle or the terminal device of the driver of the first vehicle.

[0159] In an optional implementation, the processor 102 is further configured to execute, determining the adjusted departure time corresponding to each planned departure time of each vehicle in the following manner:

[0160] Determine the planned departure times corresponding to the N easy-to-crowd routes reaching the M easy-to-crowd stations during the easy-to-crowd period;

[0161] Based on the set adjustment time range, determine the reference departure time set corresponding to each planned departure time;

[0162] For each planned departure time, select a target reference departure time from the corresponding reference departure time set;

[0163] When the train is dispatched according to the dispatching scheme consisting of the target reference dispatching times corresponding to the respective planned dispatching times, at least one arrival time at the M easily crowded stations is calculated;

[0164] Calculate the score of the departure plan according to at least one arrival time;

[0165] A target departure plan is determined based on the scores of each departure plan; wherein, in the target departure plan, the target reference departure time corresponding to each planned departure time is the adjusted departure time.

[0166] In an optional implementation manner, the M sites that are prone to clustering, the N lines that are prone to clustering, and the time period that is prone to clustering are determined by the processor 102 in the following manner:

[0167] Obtain historical vehicle passing data; wherein the historical vehicle passing data includes the time when vehicles of each line pass through the stations included in the line;

[0168] Based on historical vehicle passing data, M sites prone to congestion, N routes prone to congestion, and time periods prone to congestion are determined; among which, the number of vehicles passing through each site prone to congestion within a set time period is greater than a set vehicle number threshold.

[0169] In an optional implementation, the scoring of the departure plan includes a first scoring and a second scoring; the processor 102 is specifically configured to:

[0170] Determine a first number of target reference departure times corresponding to each of the planned departure times that causes the M clustered stations to cluster;

[0171] Calculate a first score of the departure plan according to the first number; wherein the first score is used to describe the number of clusters after the departure plan is executed;

[0172] For each target reference departure time, respectively calculate the time difference between the target reference departure time and the corresponding planned departure time;

[0173] A second score of the departure plan is calculated according to the time differences corresponding to the respective target reference times; wherein the second score is used to describe the number of adjusted minutes after the departure plan is executed.

[0174] In an optional implementation, the processor 102 is specifically configured to:

[0175] determining a ratio of the first number to the total number of scheduled departure times as a first score; or

[0176] The first number is determined as a first score.

[0177] In an optional implementation, the processor 102 is specifically configured to:

[0178] Determine the sum of the time differences corresponding to each target reference time as the second score of the departure plan.

[0179] In an optional implementation, the processor 102 is specifically configured to:

[0180] Determine the first departure plan with the lowest score as the target departure plan;

[0181] If there are more than or equal to two departure plans with the lowest first score, the departure plan with the lowest second score is selected as the target departure plan.

[0182] In an optional implementation, the processor 102 is further configured to determine, before each planned departure time corresponding to each of the N routes prone to congestion within the time period prone to congestion:

[0183] Obtain N departure schedules corresponding to N routes prone to crowding;

[0184] Determine the planned departure times corresponding to each of the N routes prone to congestion during the congestion period, including:

[0185] For each line prone to congestion, the departure time in the departure schedule of the line prone to congestion that is within the period prone to congestion is determined as the planned departure time corresponding to the line prone to congestion.

[0186] An embodiment of the present application also provides a computer storage medium, in which computer program instructions are stored. When the instructions are executed on a computer, the computer executes the steps of the above-mentioned bus operation scheduling method.

[0187] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0188] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0189] These computer program instructions may also be stored in a computer readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0190] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0191] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A bus operation dispatching method, characterized in that: include Displaying a first page; wherein the first page includes M sites prone to crowding, N routes prone to crowding, and time periods prone to crowding; In response to the user's departure time adjustment operation on the first page, a second page is displayed; wherein the second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first route; the first route is any one of the N routes prone to congestion, the first vehicle is any one of the multiple target vehicles of the first route; the target vehicle is a vehicle that causes congestion in the M sites prone to congestion during the period prone to congestion, and the user is a dispatcher; The adjusted departure time is sent to an on-board display device of the first vehicle or a terminal device of the driver of the first vehicle.

2. The method according to claim 1, characterized in that: The method further includes determining the adjusted departure time corresponding to each planned departure time of each vehicle by: Determine the planned departure times corresponding to the N easy-crowding routes reaching the M easy-crowding sites within the easy-crowding period; Based on the set adjustment time range, determining a reference departure time set corresponding to each of the planned departure times; For each planned departure time, select a target reference departure time from the corresponding reference departure time set; When the train is dispatched according to the dispatching scheme consisting of the target reference dispatching times corresponding to the respective planned dispatching times, at least one arrival time at the M easily crowded stations is calculated; Calculating a score of the departure plan according to the at least one arrival time; A target departure plan is determined according to the scores of each departure plan; wherein, in the target departure plan, the target reference departure time corresponding to each planned departure time is the adjusted departure time.

3. The method according to claim 2, characterized in that The M sites prone to crowding, the N routes prone to crowding, and the time periods prone to crowding are determined in the following manner: Obtaining historical vehicle passing data; wherein the historical vehicle passing data includes the time when vehicles on each line pass through the stations included in the line; According to the historical vehicle passing data, M sites prone to crowding, N routes prone to crowding and time periods prone to crowding are determined; wherein the number of vehicles passing through each site prone to crowding within a set time period is greater than a set vehicle number threshold.

4. The method according to claim 2, characterized in that: The score of the departure plan includes a first score and a second score; and calculating the score of the departure plan according to the at least one arrival time includes: Determine a first number of target reference departure times corresponding to each of the planned departure times that causes the M clustered stations to cluster; Calculate a first score of the departure plan according to the first number; wherein the first score is used to describe the number of clusters after the departure plan is executed; For each target reference departure time, respectively calculating the time difference between the target reference departure time and the corresponding planned departure time; A second score of the departure plan is calculated according to the time differences corresponding to the respective target reference times; wherein the second score is used to describe the number of adjusted minutes after the execution of the departure plan.

5. The method according to claim 4, characterized in that The calculating a first score of the departure plan according to the first number includes: determining a ratio of the first number to the total number of the planned departure times as a first score; or The first number is determined as the first score.

6. The method according to claim 4, characterized in that The calculating the second score of the departure plan according to the time differences corresponding to the target reference times includes: The sum of the time differences corresponding to the target reference times is determined as a second score of the departure plan.

7. The method according to claim 5, characterized in that Determining the target departure plan according to the scores of each departure plan includes: Determine the first departure plan with the lowest score as the target departure plan; If there are more than or equal to two departure plans with the lowest first score, the departure plan with the lowest second score is selected as the target departure plan.

8. The method according to any one of claims 2 to 7, characterized in that: Before determining the respective planned departure times corresponding to the N lines prone to congestion within the congestion-prone time period, the method further includes: Obtain N departure schedules corresponding to the N routes prone to congestion; The determining of each planned departure time corresponding to each of the N lines prone to crowding within the time period prone to crowding includes: For each line prone to congestion, a departure time in the departure schedule of the line prone to congestion that is within the period prone to congestion is determined as the planned departure time corresponding to the line prone to congestion.

9. An electronic device, characterized in that: Includes display and processor; The display screen is configured to perform: Displaying a first page; wherein the first page includes M sites prone to crowding, N routes prone to crowding, and time periods prone to crowding; The processor is configured to execute: In response to the user's departure time adjustment operation on the first page, a second page is displayed; wherein the second page includes the adjusted departure time corresponding to the first planned departure time of the first vehicle of the first route; the first route is any one of the N routes prone to congestion, the first vehicle is any one of the multiple target vehicles of the first route; the target vehicle is a vehicle that causes congestion in the M sites prone to congestion during the period prone to congestion, and the user is a dispatcher; The adjusted departure time is sent to an on-board display device of the first vehicle or a terminal device of the driver of the first vehicle.

10. The electronic device according to claim 9, characterized in that: The processor is further configured to execute, determining the adjusted departure time corresponding to each planned departure time of each vehicle in the following manner: Determine the planned departure times corresponding to the N easy-crowding routes reaching the M easy-crowding sites within the easy-crowding period; Based on the set adjustment time range, determining a reference departure time set corresponding to each of the planned departure times; For each planned departure time, select a target reference departure time from the corresponding reference departure time set; When the train is dispatched according to the dispatching scheme consisting of the target reference dispatching times corresponding to the respective planned dispatching times, at least one arrival time at the M easily crowded stations is calculated; Calculating a score of the departure plan according to the at least one arrival time; A target departure plan is determined according to the scores of each departure plan; wherein, in the target departure plan, the target reference departure time corresponding to each planned departure time is the adjusted departure time.

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