Method and device for determining parking time of bus carrier in transfer scene

Abstract

The invention provides a method and equipment for determining the stop time of a bus carrier in a transfer scene, and the method comprises the steps: obtaining the arrival time and the number of original passengers after a first carrier of a first bus line arrives at a first stop, determining the transfer window time according to the arrival time, and transmitting the transfer window time to a second bus line; the departure moment and the departure number of people, corresponding to the second station, of the second bus route in the transfer window time are obtained, the second station and the first station are transfer stations, and the departure time and the departure number of people are obtained according to the arrival moment, the number of original passengers, the departure moment, the departure number of people and the wrong bus transfer moment after the transfer passengers miss the first carrier; according to the method, the stop time of the first carrier at the first stop is determined with the purpose of minimizing the total waiting time of the original passengers and the transfer passengers, the stop time of the bus carriers on the transfer line can be dynamically determined by means of bus line big data, the waiting time of various passengers is shortened, and further, the waiting efficiency of the passengers is improved. And the stop time of the first carrier can be determined when a plurality of different second bus routes are transferred to the first bus route.

Description

Technical Field

[0001] The embodiments of this specification relate to the field of computer technology, and more specifically, to a method and device for determining the station time of a public transportation vehicle in a transfer scenario. Background Art

[0002] In the country's megacities and supercities, an urban travel system has basically been formed with urban rail as the backbone network and ground public transportation as the main body. Transfers between subways and buses, and between buses, affect the convenience of public transportation services. For example, transfer passengers exiting the subway station often choose the bus station next to the subway station to continue their travel. Such passengers bring a lot of transportation pressure to the public transportation system during peak passenger flow periods. At transfer stations, the driving organization, driving intervals, passenger flow characteristics, etc. between different bus lines are not the same. When the connection between two bus lines is unreasonable, it will cause problems such as accumulation of passengers on the platform, crowded walking, and long transfer time, which will affect the transfer efficiency and passenger travel experience, and also bring pressure to the safe operation of the bus station.

[0003] In order to improve the transfer efficiency, the station strategy is a frequently used bus control method. The station strategy is to implement the stationing of vehicles arriving at the bus station to change the departure time of the vehicles arriving at the station, thereby changing the passenger carrying capacity of each vehicle, and ultimately improving the transportation efficiency of the transportation system.

[0004] At present, the existing station strategy determination methods are mostly used for traffic control scenarios of a single type of transportation, and there are also a few studies on transfers between multiple types of transportation. However, the traffic control scenarios of a single type of transportation are quite different from the actual environment, and it is difficult to produce actual optimization effects outside the experimental environment; while the related research on transfers between multiple types of transportation focuses on the overall planning of the public transportation system to propose solutions from a global perspective. This research direction is also difficult to achieve ideal results in the actual application process due to the excessive number of variables involved.

[0005] Therefore, in order to improve the transfer experience of passengers between different modes of transportation, a more effective method and device for determining the station time of public transportation vehicles in transfer scenarios is needed. Summary of the invention

[0006] To achieve the above-mentioned purpose, one aspect of this specification provides a method for determining the station time of a public transportation vehicle in a transfer scenario, comprising:

[0007] After the first vehicle of the first bus line arrives at the first stop, obtaining the arrival time of the first vehicle corresponding to the first stop and the number of original passengers;

[0008] Determine the transfer window time according to the arrival time;

[0009] Obtaining the exit time and the number of passengers exiting the second bus line corresponding to the second station within the transfer window, the second station and the first station being transfer stations, and the number of passengers exiting the second bus line being used to determine the number of passengers transferring to the first bus line;

[0010] Based on the arrival time, the number of original passengers, the exit time, the number of exiters and the missed transfer time of the transfer passengers after missing the first vehicle, the station time of the first vehicle at the first station is determined with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

[0011] In an optional implementation manner, obtaining the exit time and the number of exit persons corresponding to the second station of the second bus line within the transfer window time specifically includes:

[0012] The exit time and the number of exits of the second bus line corresponding to the second station are determined according to the historical exit time and the number of exits of the second bus line at the second station corresponding to the transfer window time.

[0013] In an optional implementation manner, before determining the station time of the first vehicle at the first station, the method further includes:

[0014] Determine the estimated arrival time of the next bus vehicle after the first vehicle in the first bus route as the missed bus transfer time.

[0015] In an optional implementation manner, according to the arrival time, the number of the original passengers, the exit time, the number of the exiting passengers, and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers, the station time of the first vehicle at the first station is determined, specifically including:

[0016] Determining the transfer capacity of the first vehicle according to the number of original passengers of the first vehicle;

[0017] Based on the transfer capacity, the arrival time, the number of original passengers, the exit time, the number of exiters and the missed transfer time of the transfer passengers after missing the first vehicle, the station time of the first vehicle at the first station is determined with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

[0018] In an optional implementation manner, according to the arrival time, the number of the original passengers, the exit time, the number of the exiting passengers, and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers, the station time of the first vehicle at the first station is determined, specifically including:

[0019] Establish an objective function, which includes a first waiting time when the transfer passenger is unable to transfer to the first vehicle and a second waiting time of the original passenger, wherein the first waiting time is determined according to the missed transfer time, the number of the transfer passengers and the exit time, and the second waiting time is determined according to the number of the original passengers and the station time, and the station time of the first vehicle at the first station is determined with the goal of minimizing the objective function.

[0020] In an optional implementation manner, according to the arrival time, the number of the original passengers, the exit time, the number of the exiting passengers, and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers, the station time of the first vehicle at the first station is determined, specifically including:

[0021] Determining the number of transfer passengers according to the number of exit passengers and a predetermined transfer ratio;

[0022] Based on the arrival time, the number of the original passengers, the exit time, the number of the transfer passengers and the missed train transfer time, the station time of the first vehicle at the first station is determined with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

[0023] In an optional implementation, predetermining the transfer ratio specifically includes:

[0024] For the target time period corresponding to the arrival time, a transfer ratio from the second station of the second route to the first station of the first route during the target time period is determined according to a historical number of passengers leaving the second bus line at the second station and a historical number of passengers boarding the first bus line at the first station during the target time period.

[0025] In an optional implementation, determining the transfer window time specifically includes:

[0026] Determine a transfer window time for each second station;

[0027] Obtaining the exit time and number of exits corresponding to the second stop of the second bus line within the transfer window time, specifically including:

[0028] For any second station, determining a plurality of second bus routes that can reach the second station;

[0029] For any second bus line, obtain the exit time and number of passengers exiting the second bus line at the second stop corresponding to the second bus line within the transfer window time;

[0030] With the goal of minimizing the total waiting time of the original passengers and the transfer passengers, determining the station time of the first vehicle at the first station specifically includes:

[0031] The station time of the first vehicle at the first station is determined with the goal of minimizing the total waiting time of the original passengers and the transfer passengers of each second vehicle.

[0032] A second aspect of the present specification provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed in a computer, the computer is caused to execute the method described in the first aspect.

[0033] A third aspect of the specification provides a computing device, including a memory and a processor, wherein the memory stores executable code, and when the processor executes the executable code, the method described in the first aspect is implemented.

[0034] A fourth aspect of the present specification provides a computer program product, comprising a computer program / instruction, which, when executed by a processor, implements the steps of the method described in the first aspect.

[0035] The technical solution provided in this specification can utilize the big data of each bus route to dynamically determine the station time of bus vehicles on the bus route that receives transfer passengers, which can reduce the total waiting time of various passengers in the bus system in the transfer scenario and improve the transportation efficiency of the bus system. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions of the embodiments of this specification, 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 recorded in this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0037] Figure 1 This is a structural diagram of a bus station time dynamic optimization system in this specification;

[0038] Figure 2 This is a flow chart of a method for determining the station time of a public transport vehicle in a transfer scenario in this specification;

[0039] Figure 3 This is a flow chart of a method for determining the station time of a public transport vehicle under multiple second route conditions in this specification. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this specification, not all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of this specification.

[0041] In an optional implementation, this specification provides a bus station time dynamic optimization system, such as Figure 1 As shown, the bus stop time dynamic optimization system can be arranged on a server in the cloud or a computing device carried in a bus vehicle, so as to execute a method for determining the bus stop time provided in this specification through the server or computing device. The bus stop time dynamic optimization system may include a database, a prediction tool and a decision-making tool. In this system, the travel data and operation data of each bus line can be received from the bus operator and / or the subway operator in real time, and these data are stored in the database. The database stores real-time data and historical data. The prediction tool can predict the specific variable values ​​required in the decision-making process based on the data in the database. The decision-making tool can determine the stop time of the bus vehicle based on the data in the database (or the data in the database and the variable values ​​obtained by the above prediction). The following description takes the server as an example.

[0042] Figure 2 A flow chart of a method for determining the station time of a public transport vehicle in a transfer scenario in this specification is shown, and the method includes:

[0043] Step S201: After the first vehicle of the first bus line arrives at the first station, the arrival time of the first vehicle corresponding to the first station and the number of original passengers are obtained.

[0044] Among them, since the subway line has less travel time error and it is difficult to implement the stay strategy, the first bus line can be a bus line, and the corresponding first vehicle can be a bus.

[0045] As described above, the database in the server can receive the driving data and operation data uploaded by the first vehicle in real time. Specifically, the decision tool in the server can obtain the time when the first vehicle arrives at the first station stored in the database as the arrival time of the first vehicle corresponding to the first station. Further, the decision tool can obtain the number of passengers b1 of the first vehicle before arriving at the station, the number of passengers b2 who get off at the first station after the first vehicle arrives at the station, and the number of passengers b3 who get on at the first station stored in the database, so as to determine the number of passengers in the first vehicle based on the above b1, b2 and b3 as the number of original passengers b=b1+b2+b3. Specifically, the on-board charging system (card swiping machine, etc.) in the first vehicle can collect the number of passengers who get on and the number of passengers who get off at the first station, and upload the collected data to the database, and then the decision tool can determine the number of original passengers in the first vehicle according to the data in the database. The original passengers are the passengers who have been on the first vehicle and may have additional waiting time due to the station time of the first vehicle at the first station.

[0046] Step S203: Determine the transfer window time according to the arrival time.

[0047] After determining the arrival time of the first vehicle, the decision tool can determine the transfer window time according to the arrival time and the predetermined transfer demand time. As an example, if the arrival time is 12:00 and the transfer demand time is 10 minutes, the transfer window time can be set to 11:50-12:00, for example.

[0048] If a bus vehicle of a transfer route (e.g., a second bus route) of the first bus route arrives at the transfer station (e.g., the second station) of the first station within the transfer window time, it is considered that the passengers on the arrived bus vehicle can reach the first station in a relatively short time for transfer, and the transfer waiting time of these passengers can be included in the decision-making scope of the method provided in this specification. The second bus route may include a bus route, a subway route, a tram route, etc., which is not limited to this.

[0049] It should be noted that in the actual application process, the user can set the corresponding transfer demand time for each first station-transfer station pair according to the actual distance between the first station and the transfer station of the first station; or set a unified transfer demand time for each first station-transfer station pair, and this manual does not impose any restrictions here.

[0050] It should also be noted that due to the limitation of transfer demand time, transfer passengers who arrive at the transfer station within the transfer window time usually cannot reach the first station at the above-mentioned arrival time. Therefore, there is a decision need on whether the first vehicle needs to stay at the station to wait for transfer passengers.

[0051] Step S205: Obtain the exit time and number of passengers exiting the second bus line corresponding to the second station within the transfer window time, the second station and the first station being transfer stations, and the number of passengers exiting the second bus line is used to determine the number of transfer passengers to the first bus line.

[0052] After determining the transfer window time, the decision tool can obtain the travel data of the second bus line corresponding to the transfer window time stored in the database. Based on the travel data, the decision tool can determine whether a bus vehicle in the second bus line arrives at the second station at the transfer window time, wherein the second station is the transfer station of the first station.

[0053] Among them, if the second route is a subway route, the decision-making tool can obtain the exit record of the subway gate at the second station within a preset time period in the database after the arrival time of the bus vehicle in the second bus route at the second station, and determine the exit time and the number of exits corresponding to the second station of the second bus line within the transfer window time based on the exit record; if the second bus route is a bus route, the card swiping data collected by the on-board fare collection system of each bus vehicle in the second bus route in the database can be obtained, and the exit time and the number of exits corresponding to the second station of the second bus line within the transfer window time can be determined based on the card swiping data.

[0054] It should be noted that if there are multiple buses on a second bus line arriving at the second stop within the transfer window time, the decision-making tool can obtain the exit time and the number of passengers exiting the bus line that arrives first within the transfer window time in the database as the exit time and the number of passengers exiting the bus line that arrives first within the transfer window time and the second stop of the second bus line within the transfer window time. For the current first bus, there is no need to consider the transfer problem of passengers on subsequent buses on the second bus line within the transfer window time.

[0055] It should also be noted that when determining a pair of first and second stations that are transfer stations, a distance threshold may be preset, and a pair of bus stations whose distances are within the distance threshold may be determined as transfer stations.

[0056] Step S207: Determine the station time of the first vehicle at the first station based on the arrival time, the number of the original passengers, the exit time, the number of exiters and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

[0057] After determining the above-mentioned key data such as the arrival time, the number of original passengers, the exit time, the number of exiters, etc., the decision-making tool can determine the total waiting time of the original passengers and the transfer passengers under different station time conditions based on the above-mentioned key data and the missed train transfer time, and then determine the station time of the first vehicle at the first station with the goal of minimizing the total waiting time.

[0058] Specifically, the total waiting time may be T1+T2, where T1 may be the waiting time caused by the transfer passengers waiting for other public transportation vehicles on the first route because they cannot transfer to the first vehicle, and T2 may be the waiting time caused by the original passengers' station time.

[0059] Among them, according to the bus schedule of the first bus route, the arrival time of the next bus vehicle of the first vehicle in the first route can be determined as the missed bus transfer time.

[0060] It should be noted that, in order to obtain the number of original passengers corresponding to the first vehicle and the first station, the execution time of step S201 is usually slightly later than the arrival time of the first vehicle, and accordingly, the execution time of step S207 will be later. In order to ensure that the first vehicle accurately executes the station time, the starting time of the station time is the arrival time, that is, if the arrival time of the first vehicle is 12:00, the decision tool executes step S207 at 12:01 and determines that the station time is 3 minutes, then the first vehicle needs to stay at the station until 12:03.

[0061] In an optional embodiment, the number of transfer passengers can be determined based on the number of exiting passengers and a predetermined transfer ratio, and the station time of the first vehicle at the first station can be determined based on the arrival time, the number of original passengers, the exiting time, the number of transfer passengers and the missed transfer time, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

[0062] Among them, the transfer ratio can be set by the user based on historical data.

[0063] like Figure 2 The method shown is a method for determining the station time of a bus vehicle in a transfer scenario. The method can utilize the real-time passenger data of each bus line to dynamically determine the station time of the bus vehicle on the bus line that receives transfer passengers. This can reduce the total waiting time of various passengers in the bus system in the transfer scenario and improve the transportation efficiency of the bus system.

[0064] In an alternative embodiment, Figure 2 In step S205 shown, the exit time and the number of exits of the second bus line corresponding to the second station are determined according to the historical exit time and the number of exits of the second bus line at the second station corresponding to the transfer window time.

[0065] On the other hand, the prediction tool may not need the real-time data of the second bus line, but may determine the exit time and exit number of the second vehicle corresponding to the second station based on the historical exit time and exit number of the second bus line at the second station corresponding to the transfer window time. Accordingly, since the exit time and exit number are predicted data, there is no need to obtain real-time data. For example, if the arrival time is 12:00, the transfer window time can be set to 11:55-12:05, for example, so that the exit time and exit number of the second bus line at the future time can be predicted.

[0066] Specifically, the prediction tool can determine the selected time period from the historical data stored in the database according to the transfer window time, obtain the historical exit times of the second bus line at the second station within the selected time period, and obtain the historical exit numbers corresponding to each historical exit time, and predict the exit time and exit number corresponding to the second station of the second bus line according to each historical exit time and historical exit number. Among them, the transfer window time can be directly determined as the selected time period, or the transfer window time can be extended, shortened, translated, etc. to determine the selected time period, and this manual does not limit this.

[0067] Among them, time series prediction, averaging method, or regression prediction method can be used to determine the exit time and the number of exits corresponding to the second vehicle and the second station based on the historical exit times and the historical number of exits. This manual does not impose any restrictions here.

[0068] Therefore, there is no need to obtain the travel data and operation data of each transfer line (such as the second bus line) for the first vehicle in real time. Only historical data can be used to determine the station time of the first vehicle. On the one hand, the load pressure of the bus station time dynamic optimization system can be reduced, and on the other hand, the stability of the bus station time dynamic optimization system can be improved.

[0069] In an alternative embodiment, Figure 2 Before step S207 shown, the estimated arrival time of the next bus vehicle after the first vehicle in the first bus route is determined as the missed bus transfer time.

[0070] Specifically, the decision-making tool can determine the estimated arrival time of the next bus vehicle on the same route as the first vehicle based on the real-time positioning of the next bus vehicle. Compared with the bus timetable, the estimated arrival time can be determined more accurately.

[0071] In an alternative embodiment, Figure 2In step S207 shown, the transfer capacity of the first vehicle is determined based on the number of original passengers of the first vehicle, and the station time of the first vehicle at the first station is determined based on the transfer capacity, the arrival time, the number of original passengers, the exit time, the number of exiters and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

[0072] Since the number of transfer passengers that the first vehicle can carry is limited, regardless of whether the first vehicle stops at a station, the part of the transfer passengers above the transfer capacity cannot board the first vehicle. Therefore, when the decision-making tool determines T1 - the waiting time caused by transfer passengers waiting for other public transportation vehicles on the first route because they cannot transfer to the first vehicle, the upper limit of the number of transfer passengers is the transfer capacity, thereby more accurately determining the total waiting time and improving the overall transportation efficiency.

[0073] In an alternative embodiment, Figure 2 In the step S207 shown, an objective function is established, which includes a first waiting time when the transfer passenger is unable to transfer to the first vehicle and a second waiting time of the original passenger, wherein the first waiting time is determined based on the missed transfer time, the number of transfer passengers and the exit time, and the second waiting time is determined based on the number of original passengers and the station time, and the station time of the first vehicle at the first station is determined with the goal of minimizing the objective function.

[0074] Specifically, the objective function can be set as follows:

[0075] min T

[0076] T=T1+T2

[0077]

[0078] T2=x*b

[0079] Wherein, T is the total waiting time, T1 is the first waiting time when the transfer passenger cannot transfer to the first vehicle (T1 in each part of this specification has the same meaning), T2 is the second waiting time of the original passenger (T1 in each part of this specification has the same meaning), t0 is the arrival time of the first vehicle, t1 is the time when the transfer passenger of the second bus line arrives at the first station, t2 is the time of missed transfer, a is the number of transfer passengers, b is the number of original passengers, and x is the station time. According to the above objective function, determine the value of x that makes T obtain the minimum value as the station time of the first vehicle.

[0080] According to the above formula, since the time when the transfer passengers of the second bus line arrive at the first station is later than the arrival time of the first vehicle, if the first vehicle adopts a station-staying strategy to wait for the transfer passengers to board, the transfer passengers have no waiting time. Otherwise, they need to wait until the next bus vehicle of the first route arrives at the first station.

[0081] Furthermore, in an optional implementation, an upper limit L of the station time may be set so that x≤L, so as to prevent the first vehicle from staying at the station for too long due to a large number of transfer passengers.

[0082] In an optional implementation, the upper capacity U of the first carrier may be determined, and T1 is expressed as:

[0083]

[0084] a≤Ub

[0085] The meanings of the parameters in the formula are the same as those in the previous text.

[0086] Therefore, when the first vehicle makes a decision on its station time, it determines the maximum number of transfer passengers it can accommodate based on its own transfer capacity - Ub. Transfer passengers beyond the transfer capacity will not affect the station time of the first vehicle, thus avoiding unnecessary station time and determining the station time of the first vehicle more scientifically.

[0087] In an alternative embodiment, Figure 2 In step S207 shown, for the target time period corresponding to the arrival time, the transfer ratio of transferring from the second station of the second bus line to the first station of the first route in the target time period is determined according to the historical number of passengers leaving the second bus line at the second station and the historical number of passengers boarding the first bus line at the first station in the target time period.

[0088] Specifically, the historical exit time of the second bus line at the second station during the target time period can be determined, and the historical transfer time period when the group of exiting personnel are expected to arrive at the first station can be determined based on the historical exit time; based on the historical number of passengers of the first route at the first station during the historical transfer time period, the ratio of the historical number of passengers to the historical number of exits of the second bus line at the second station during the target time period can be determined as the transfer ratio from the second station of the second bus line to the first station of the first route during the target time period.

[0089] In an optional implementation, the station time of the first vehicle at the first station may be determined according to a plurality of different second bus routes. Figure 3 A flow chart showing a method for determining the station time of a bus vehicle under multiple bus line conditions, comprising:

[0090] Step S301: After the first vehicle of the first bus line arrives at the first station, the arrival time of the first vehicle corresponding to the first station and the number of original passengers are obtained.

[0091] Step S303: Determine a transfer window time for each second station according to the arrival time, where the second station and the first station are transfer stations to each other.

[0092] Step S305: for any second station, determine a number of second bus routes that can reach the second station.

[0093] Step S307: for any second bus line, obtain the exit time and number of passengers exiting the second bus line at the second station corresponding to the second bus line within the transfer window time, wherein the number of passengers exiting the second bus line is used to determine the number of passengers transferring to the first bus line.

[0094] Step S309: Determine the station time of the first vehicle at the first station based on the arrival time, the number of the original passengers, the exit time, the number of exiters and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers of each second bus line.

[0095] In actual application scenarios, for a first station, there may be multiple second stations that serve as transfer stations with the first station. Furthermore, in a second station, there may be multiple second bus lines that can transfer to the second station. The method provided in this specification can determine the station time of the first vehicle at the first station under the condition that multiple different second bus lines transfer to the first station.

[0096] Specifically, it can be based on the following formula:

[0097] min T

[0098]

[0099] T2=x*b

[0100]

[0101] Where n is the total number of the second bus routes, T 1,i is the first waiting time when the transfer passenger of the i-th second bus line cannot transfer to the first vehicle, T 3,i is the third waiting time of the transfer passenger of the i-th second bus line on the first vehicle due to the station time, t 1,i is the time when the transfer passenger of the i-th second bus line arrives at the first stop, a iis the number of transfer passengers of the i-th second bus line, and the meanings of other parameters are the same as in the above text.

[0102] Furthermore, in this embodiment, the maximum number of transfer passengers that can be taken by the first vehicle can be determined according to its transfer capacity Ub, and the second bus routes are sorted according to the time when the transfer passengers arrive at the first station. i is the number of transfer passengers of the i-th second bus line after sorting. Therefore, if the number of transfer passengers of the 1st to i-th second bus lines reaches the transfer capacity of the first vehicle, the first vehicle will not consider the impact of transfer passengers of the second bus lines after the i-th second bus line when determining the station time.

[0103] In this way, the station time of the first vehicle can be determined under more complex transfer conditions.

[0104] According to another embodiment, the present specification also provides a computer-readable storage medium having a computer program stored thereon, which, when executed in a computer, causes the computer to execute a combination of Figure 2 The method described.

[0105] According to another embodiment of the present invention, a computing device is provided, including a memory and a processor, wherein the memory stores executable code, and when the processor executes the executable code, the computing device is combined with Figure 2 The method described.

[0106] According to yet another embodiment, the present specification also provides a computer program product, comprising a computer program / instruction, which implements the steps of the method when executed by a processor.

[0107] It should be understood that the descriptions such as “first” and “second” in this article are only used to distinguish similar concepts for the sake of simplicity of description and do not have any other limiting effect.

[0108] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0109] The above is a description of a specific embodiment of the specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0110] Those of ordinary skill in the art should also be further aware that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented with electronic hardware, computer software or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to the function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Those of ordinary skill in the art can use different methods to implement the described functions for each specific application, but this implementation should not be considered to exceed the scope of the present application. Among them, the software module can be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the technical field.

[0111] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for determining the station time of a public transport vehicle in a transfer scenario, the method comprising: After the first vehicle of the first bus line arrives at the first stop, obtaining the arrival time of the first vehicle corresponding to the first stop and the number of original passengers; Determine the transfer window time according to the arrival time; Obtaining the exit time and the number of passengers exiting the second bus line corresponding to the second station within the transfer window, the second station and the first station being transfer stations, and the number of passengers exiting the second bus line being used to determine the number of passengers transferring to the first bus line; Based on the arrival time, the number of original passengers, the exit time, the number of exiters and the missed transfer time of the transfer passengers after missing the first vehicle, the station time of the first vehicle at the first station is determined with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

2. A method according to claim 1, obtaining the exit time and number of exit persons corresponding to the second station of the second bus line within the transfer window time, specifically comprising: The exit time and the number of exits of the second bus line corresponding to the second station are determined according to the historical exit time and the number of exits of the second bus line at the second station corresponding to the transfer window time.

3. The method according to claim 1, before determining the residence time of the first vehicle at the first station, further comprising: Determine the estimated arrival time of the next bus vehicle after the first vehicle in the first bus route as the missed bus transfer time.

4. A method according to claim 1, wherein the station time of the first vehicle at the first station is determined based on the arrival time, the number of the original passengers, the exit time, the number of the exit passengers, and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers, and specifically comprises: Determining the transfer capacity of the first vehicle according to the number of original passengers of the first vehicle; Based on the transfer capacity, the arrival time, the number of original passengers, the exit time, the number of exiters and the missed transfer time of the transfer passengers after missing the first vehicle, the station time of the first vehicle at the first station is determined with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

5. A method as claimed in claim 1, wherein the station time of the first vehicle at the first station is determined based on the arrival time, the number of the original passengers, the exit time, the number of the exit passengers and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers, and specifically comprises: Establish an objective function, which includes a first waiting time when the transfer passenger is unable to transfer to the first vehicle and a second waiting time of the original passenger, wherein the first waiting time is determined according to the missed transfer time, the number of the transfer passengers and the exit time, and the second waiting time is determined according to the number of the original passengers and the station time, and the station time of the first vehicle at the first station is determined with the goal of minimizing the objective function.

6. A method as claimed in claim 1, wherein the station time of the first vehicle at the first station is determined based on the arrival time, the number of the original passengers, the exit time, the number of the exit passengers and the missed transfer time of the transfer passengers after missing the first vehicle, with the goal of minimizing the total waiting time of the original passengers and the transfer passengers, and specifically comprises: Determining the number of transfer passengers according to the number of exit passengers and a predetermined transfer ratio; Based on the arrival time, the number of the original passengers, the exit time, the number of the transfer passengers and the missed train transfer time, the station time of the first vehicle at the first station is determined with the goal of minimizing the total waiting time of the original passengers and the transfer passengers.

7. A method as claimed in claim 6, wherein the transfer ratio is predetermined, specifically comprising: For the target time period corresponding to the arrival time, a transfer ratio from the second station of the second route to the first station of the first route during the target time period is determined according to a historical number of passengers leaving the second bus line at the second station and a historical number of passengers boarding the first bus line at the first station during the target time period.

8. A method as claimed in claim 1, determining the transfer window time, specifically comprising: Determine a transfer window time for each second station; Obtaining the exit time and number of exits corresponding to the second stop of the second bus line within the transfer window time, specifically including: For any second station, determining a plurality of second bus routes that can reach the second station; For any second bus line, obtain the exit time and number of passengers exiting the second bus line at the second stop corresponding to the second bus line within the transfer window time; With the goal of minimizing the total waiting time of the original passengers and the transfer passengers, determining the station time of the first vehicle at the first station specifically includes: The station time of the first vehicle at the first station is determined with the goal of minimizing the total waiting time of the original passengers and the transfer passengers of each second vehicle.

9. A computer-readable storage medium having a computer program stored thereon, which, when executed in a computer, causes the computer to execute the method according to any one of claims 1 to 8.

10. A computing device, comprising a memory and a processor, wherein the memory stores executable codes, and when the processor executes the executable codes, the method according to any one of claims 1 to 8 is implemented.

Images