A method and device for determining a dwell time of a public transport vehicle in a transfer scenario

Abstract

The specification provides a method and device for determining the station time of a bus vehicle in a transfer scenario. After a first vehicle of a first bus line arrives at a first station, the arrival time and the number of original passengers are obtained. According to the arrival time, the transfer window time is determined. The departure time and the number of passengers of a second bus line corresponding to a second station are obtained within the transfer window time. The second station and the first station are transfer stations. According to the arrival time, the number of original passengers, the departure time, the number of passengers, and the missed vehicle transfer time of the transfer passengers after missing the first vehicle, the station time of the first vehicle at the first station is determined to minimize the total waiting time of the original passengers and the transfer passengers. The bus line big data can be used to dynamically determine the station time of the bus vehicle on the transfer line, reduce the waiting time of various passengers, and further determine the station time of the first vehicle when multiple different second bus lines transfer to the first bus line.

Description

TECHNICAL FIELD

[0001] Embodiments of the present specification relate to the technical field of computer technology, and more specifically, to a method and device for determining the dwell time of a bus vehicle in a transfer scenario. BACKGROUND

[0002] In super large and mega cities across the country, a city travel system has basically been formed, which takes urban rail as the backbone network and ground public transport as the main body. The transfer between subway and public transport and the transfer between public transport and public transport affect the convenience of public transport services. For example, transfer passengers who get off at a subway station often choose a bus station next to the subway station to continue their travel. Such passengers bring a large amount of carrying pressure to the public transport system during the peak period of passenger flow. At the transfer station, the driving organization, driving interval, and passenger flow characteristics of different public transport lines are not the same. When the connection between two public transport lines is unreasonable, it will cause problems such as passenger accumulation at the station, walking congestion, and long transfer time, affecting the transfer efficiency and passenger travel experience, and also bringing pressure to the safe operation of the bus station.

[0003] To improve the transfer efficiency, the dwell strategy is often used as a public transport control method. The dwell strategy is to implement dwell on the vehicles arriving at the bus station to change the departure time of the arriving vehicles, thereby changing the passenger carrying capacity of each vehicle, and ultimately improving the carrying efficiency of the traffic system.

[0004] Currently, the existing dwell strategy determination methods are mostly used in single-type traffic tool traffic control scenarios, and a few are related to the transfer between multiple types of traffic tools. However, the single-type traffic tool traffic control scenario is quite different from the actual environment, and it is difficult to produce actual optimization effect without experimental environment; and the research on the transfer between multiple types of traffic tools is focused on overall planning of the public transport system to propose a global solution, which is also difficult to achieve ideal effect in actual application due to too many variables.

[0005] Therefore, in order to improve the transfer experience of passengers between different traffic tools, a more effective method and device for determining the dwell time of a bus vehicle in a transfer scenario are needed. SUMMARY

[0006] To achieve the above purpose, one aspect of the present specification provides a method for determining the dwell time of a bus vehicle in a transfer scenario, comprising:

[0007] After a first vehicle of a first public transport line arrives at a first station, obtaining the arrival time of the first vehicle corresponding to the first station and the number of original passengers;

[0008] determining a transfer window time according to the arrival time;

[0009] obtaining an outbound time and an outbound number of passengers of a second bus route corresponding to the second station within the transfer window, the second station and the first station being transfer stations of each other, the outbound number of passengers being used to determine the number of transfer passengers to the first bus route;

[0010] determining the dwell time of the first vehicle at the first station according to the arrival time, the number of original passengers, the outbound time, the outbound number of passengers and the missed vehicle transfer time of the transfer passengers after missing the first vehicle, with the objective of minimizing the total waiting time of the original passengers and the transfer passengers.

[0011] In an optional embodiment, obtaining the outbound time and the outbound number of passengers of the second bus route corresponding to the second station within the transfer window specifically comprises:

[0012] determining the outbound time and the outbound number of passengers of the second bus route corresponding to the second station according to the historical outbound time and the historical outbound number of passengers of the second bus route at the second station corresponding to the transfer window.

[0013] In an optional embodiment, before determining the dwell time of the first vehicle at the first station, further comprising:

[0014] determining the estimated arrival time of a subsequent bus vehicle of the first bus route as the missed vehicle transfer time.

[0015] In an optional embodiment, determining the dwell time of the first vehicle at the first station according to the arrival time, the number of original passengers, the outbound time, the outbound number of passengers and the missed vehicle transfer time of the transfer passengers after missing the first vehicle, with the objective of minimizing the total waiting time of the original passengers and the transfer passengers, specifically comprises:

[0016] determining the transferable capacity of the first vehicle according to the number of original passengers of the first vehicle;

[0017] determining the dwell time of the first vehicle at the first station according to the transferable capacity, the arrival time, the number of original passengers, the outbound time, the outbound number of passengers and the missed vehicle transfer time of the transfer passengers after missing the first vehicle, with the objective of minimizing the total waiting time of the original passengers and the transfer passengers.

[0018] In an optional embodiment, the dwell time of the first vehicle at the first station is determined based on the arrival time, the number of original passengers, the departure time, the number of passengers departing from the first station and the missed transfer time of the transfer passenger after missing the first vehicle, and the total waiting time of the original passengers and the transfer passenger is minimized.

[0019] A target function is established, which includes the first waiting time of the transfer passenger when the transfer passenger fails to transfer the first vehicle and the 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 departure time, and the second waiting time is determined based on the number of original passengers and the dwell time, and the dwell time of the first vehicle at the first station is determined based on minimizing the target function.

[0020] In an optional embodiment, the dwell time of the first vehicle at the first station is determined based on the arrival time, the number of original passengers, the departure time, the number of passengers departing from the first station and the missed transfer time of the transfer passenger after missing the first vehicle, and the total waiting time of the original passengers and the transfer passenger is minimized.

[0021] The number of transfer passengers is determined based on the number of passengers departing from the first station and the predetermined transfer ratio.

[0022] The dwell time of the first vehicle at the first station is determined based on the arrival time, the number of original passengers, the departure time, the number of transfer passengers and the missed transfer time, and the total waiting time of the original passengers and the transfer passenger is minimized.

[0023] In an optional embodiment, the transfer ratio is predetermined, specifically including:

[0024] For a target time period corresponding to the arrival time, the transfer ratio of the target time period from the second station of the second bus line to the first station of the first bus line is determined based on the historical number of passengers departing from the second station of the second bus line and the historical number of passengers boarding at the first station of the first bus line in the target time period.

[0025] In an optional embodiment, the transfer window time is determined, specifically including:

[0026] The transfer window time for each second station is determined.

[0027] The departure time and the number of passengers of the second bus line corresponding to the second station in the transfer window time are obtained, specifically including:

[0028] For any second station, determine a number of second bus lines that can reach the second station;

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

[0030] Determine the station-keeping time of the first vehicle at the first station, aiming to minimize the total waiting time of the original passengers and the transfer passengers, specifically comprising:

[0031] Determine the station-keeping time of the first vehicle at the first station, aiming to minimize the total waiting time of the original passengers and the transfer passengers of each second vehicle.

[0032] The second aspect of the present specification provides a computer readable storage medium, which stores a computer program, when the computer program is executed in a computer, the computer program causes the computer to execute the method of the first aspect.

[0033] The third aspect of the present specification provides a computing device, comprising a memory and a processor, the memory stores executable code, and the processor executes the executable code to implement the method of the first aspect.

[0034] The 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 of the first aspect.

[0035] The technical solution provided by the present specification can dynamically determine the station-keeping time of the bus vehicle on the bus line receiving transfer passengers by using the big data of each bus line, can reduce the total waiting time of all kinds of passengers in the transfer scenario, and improve the carrying efficiency of the bus system. BRIEF DESCRIPTION OF DRAWINGS

[0036] In order to more clearly illustrate the technical solutions of the embodiments of the present specification, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments described in the present specification, and those skilled in the art can obtain other drawings according to these drawings without creative labor.

[0037] Figure 1 It is a structural schematic diagram of a bus station-keeping time dynamic optimization system in the present specification;

[0038] Figure 2 It is a flowchart of a method for determining the station-keeping time of a bus vehicle in a transfer scenario in the present specification;

[0039] Figure 3 This is a flowchart illustrating the method for determining the station dwell time of public transport vehicles under multiple second route conditions as described in this specification. Detailed Implementation

[0040] 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 with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments in this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this specification.

[0041] In one optional implementation, this specification provides a dynamic optimization system for bus stop time, such as... Figure 1 As shown, the dynamic optimization system for bus stop times can be deployed on a cloud server or a computing device carried in the bus vehicle. This server or computing device executes a method for determining bus stop times as described in this specification. The dynamic optimization system may include a database, prediction tools, and decision-making tools. The system can receive real-time driving and operational data for each bus route from bus operators and / or subway operators, and store this data in the database. The database stores both real-time and historical data. The prediction tool can predict specific variable values ​​needed in the decision-making process based on the data in the database. The decision-making tool can determine the bus vehicle's stop time based on the data in the database (or the data in the database combined with the predicted variable values). The following description uses a server as an example.

[0042] Figure 2 This specification illustrates a flowchart of a method for determining the dwell time of a public transport vehicle in a transfer scenario, the method comprising:

[0043] Step S201: After the first vehicle on the first bus route arrives at the first stop, obtain the arrival time of the first vehicle corresponding to the first stop and the original number of passengers.

[0044] Since subway lines have relatively small travel time errors and it is difficult to implement a stop-and-go 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 arrival, and the number of passengers b2 who get off at the first station and the number of passengers b3 who get on at the first station after the first vehicle arrives at the first station, so as to determine the number of passengers in the first vehicle as the number of original passengers b = b1 + b2 + b3 based on the above b1, b2 and b3. Specifically, the on-board fare collection system (card swiping machine, etc.) in the first vehicle can collect the number of passengers who get on and 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, i.e. the passengers who have already boarded the first vehicle, may have additional waiting time due to the dwell time of the first vehicle at the first station.

[0046] Step S203: determining 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 pre-determined 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 the bus vehicle of the transfer line (e.g. the second bus line) of the first bus line 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 arriving bus vehicle can reach the first station in a short time for transfer, and the transfer waiting time of this part of passengers can be included in the decision range of the method provided in the present specification. The second bus line can include bus line, subway line, trolleybus line, etc., which is not limited.

[0049] It should be noted that in actual application, the user can set a 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 a uniform transfer demand time can be set for each first station-transfer station pair, which is not limited in the present specification.

[0050] It should be further noted that due to the limitation of the transfer demand time, the transfer passengers who arrive at the transfer station within the transfer window time cannot reach the first station at the above arrival time, thereby generating the decision demand of whether the first vehicle needs to be stationed to wait for the transfer passengers.

[0051] Step S205: Obtain the outbound time and the outbound number of passengers of the second bus line corresponding to the second station within the transfer window time, the second station and the first station being transfer stations of each other, and the outbound number of passengers being 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 there is a bus vehicle of the second bus line arriving at the second station within the transfer window time, wherein the second station is the transfer station of the first station.

[0053] If the second route is a subway route, the decision tool can obtain the outbound records of the subway gate of the second station within a preset period of time in the database after the arrival time of the bus vehicle of the second bus line at the second station, and determine the outbound time and the outbound number of passengers of the second bus line corresponding to the second station within the transfer window time based on the outbound records. If the second bus line is a bus line, the decision tool can obtain the card swiping data collected by the on-board fare collection system of each bus vehicle of the second bus line in the database, and determine the outbound time and the outbound number of passengers of the second bus line corresponding to the second station within the transfer window time based on the card swiping data.

[0054] It should be noted that if there are multiple bus vehicles of a second bus line arriving at the second station within the transfer window time, the decision tool can obtain the outbound time and the outbound number of passengers corresponding to the bus vehicle of the second bus line that arrives first within the transfer window time in the database, as the outbound time and the outbound number of passengers of the second bus line corresponding to the second station within the transfer window time, and does not need to consider the transfer of passengers of subsequent bus vehicles of the second bus line within the transfer window time for the current first vehicle.

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

[0056] Step S207: Determine the dwell time of the first vehicle at the first station based on the arrival time, the number of original passengers, the outbound time, the outbound number of passengers, and the mis-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 key data such as the arrival time, the number of original passengers, the departure time, and the number of departing passengers, the decision-making tool can determine the total waiting time of the original passengers and the transfer passengers under different stationing time conditions based on the key data and the missed transfer time. Then, with the goal of minimizing the total waiting time, the stationing time of the first vehicle at the first station can be determined.

[0058] Specifically, the total waiting time can be T1+T2, where T1 is the waiting time for transfer passengers who are unable to transfer to the first vehicle and are waiting for other public transport vehicles on the first route, and T2 is the waiting time for the original passengers due to the stationing time.

[0059] Specifically, the arrival time of the next bus vehicle following the first vehicle on the first bus route can be determined based on the bus timetable of the first bus route as the transfer time for those who miss their bus.

[0060] It should be noted that, in order to obtain the original number of 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. Correspondingly, the execution time of step S207 will be even later. To ensure that the first vehicle accurately executes the stationing time, the starting time of the stationing time is the arrival time. That is, if the arrival time of the first vehicle is 12:00, and the decision-making tool completes step S207 at 12:01 and determines the stationing time to be 3 minutes, then the first vehicle needs to station until 12:03.

[0061] In one optional implementation, the number of transfer passengers can be determined based on the number of passengers exiting the station and a predetermined transfer ratio. Based on the arrival time, the number of original passengers, the exit time, the number of transfer passengers, and the time of missed transfer, the stationing 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.

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

[0063] like Figure 2 The method shown is to determine the station dwell time of public transport vehicles in a transfer scenario. It can use real-time passenger data of each bus route to dynamically determine the station dwell time of public transport vehicles on the bus route that receives transfer passengers, thereby reducing the total waiting time of various types of passengers in the public transport system in the transfer scenario and improving the carrying efficiency of the public transport system.

[0064] In an alternative implementation, in such Figure 2 In step S205, the departure time and number of passengers of the second bus route corresponding to the second station are determined based on the historical departure time and historical number of passengers of the second bus route at the second station corresponding to the transfer window time.

[0065] In another aspect, the prediction tool can determine the departure time and the departure number of passengers of the second vehicle corresponding to the second station without real-time data of the second bus line, according to the historical departure time and the historical departure number of passengers of the second bus line at the second station corresponding to the transfer window time.

[0066] Specifically, the prediction tool can determine a selected time period in the historical data stored in the database according to the transfer window time, obtain each historical departure time of the second bus line at the second station in the selected time period, and obtain the historical departure number of passengers corresponding to each historical departure time, and predict the departure time and the departure number of passengers of the second bus line corresponding to the second station according to each historical departure time and the historical departure number of passengers. Wherein, 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, which is not limited in the present specification.

[0067] Wherein, time series prediction, mean value method, or regression prediction can be used to determine the departure time and the departure number of passengers of the second vehicle corresponding to the second station according to the historical departure time and the historical departure number of passengers, which is not limited in the present specification.

[0068] Thus, without real-time obtaining of the driving data and the operation data of each transfer line (e.g. the second bus line) of the first vehicle, only the historical data is used to determine the station-keeping time of the first vehicle, which can reduce the load pressure of the bus station-keeping time dynamic optimization system, and improve the stability of the bus station-keeping time dynamic optimization system.

[0069] In an optional embodiment, before step S207 as shown in Figure 2 the prediction tool determines the estimated arrival time of the next bus vehicle of the first bus line as the mis-boarding transfer time.

[0070] Specifically, the decision tool can determine the estimated arrival time of the next bus vehicle according to the real-time positioning of the next bus vehicle on the same route as the first vehicle, which can more accurately determine the estimated arrival time compared with the bus timetable.

[0071] In an optional embodiment, before step S207 as shown in Figure 2In step S207, the exchangeable capacity of the first vehicle is determined according to the number of original passengers of the first vehicle, and the dwell time of the first vehicle at the first station is determined according to the exchangeable capacity, the arrival time at the station, the number of original passengers, the departure time, the number of passengers departing, and the missed-exchange arrival time of the exchange passengers after missing the first vehicle, with the objective of minimizing the total waiting time of the original passengers and the exchange passengers.

[0072] Since the number of exchange passengers that the first vehicle can carry is limited, whether the first vehicle dwells or not, the part of the exchange passengers that exceeds the exchangeable capacity cannot board the first vehicle. Therefore, when determining T1, the waiting time of the exchange passengers due to missing the first vehicle and waiting for other buses of the first route, the upper limit of the number of exchange passengers is the exchangeable capacity, so that the total waiting time can be more accurately determined, and the overall carrying efficiency is improved.

[0073] In an optional embodiment, in the case of Figure 2 In step S207, a target function is established, which includes a first waiting time of the exchange passengers when they miss the first vehicle and a second waiting time of the original passengers, wherein the first waiting time is determined according to the missed-exchange arrival time, the number of exchange passengers, and the departure time, and the second waiting time is determined according to the number of original passengers and the dwell time, and the dwell time of the first vehicle at the first station is determined with the objective of minimizing the target function.

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

[0075] min T

[0076] T=T1+T

[0077]

[0078] T2=x*b

[0079] Wherein, T is the total waiting time, T1 is the first waiting time of the exchange passengers when they miss the first vehicle (each part T1 in this specification represents the same meaning), T2 is the second waiting time of the original passengers (each part T1 in this specification represents the same meaning), t0 is the arrival time of the first vehicle at the station, t1 is the arrival time of the exchange passengers of the second bus route at the first station, t2 is the missed-exchange arrival time, a is the number of exchange passengers, b is the number of original passengers, and x is the dwell time. According to the above target function, the value of x that makes T minimum is determined as the dwell time of the first vehicle.

[0080] According to the above formula, if the arrival time of the transfer passenger of the second bus route at the first station is later than the arrival time of the first vehicle at the station, if the first vehicle adopts the station-keeping strategy to wait for the transfer passenger to get on, the transfer passenger has no waiting time, otherwise, the transfer passenger needs to wait for the next bus vehicle of the first route to arrive at the first station.

[0081] Further, in an optional embodiment, an upper limit L of the station-keeping time can be set, so that x≤L, so as to prevent the first vehicle from causing the station-keeping time to be too long due to a large number of transfer passengers.

[0082] In an optional embodiment, an upper limit U of the capacity of the first vehicle can be determined, and T1 is represented as:

[0083]

[0084] a≤U-b

[0085] In the formula, the meanings of the parameters are the same as described above.

[0086] Therefore, when making a decision on the station-keeping time, the first vehicle determines the maximum number of transfer passengers that can be accommodated according to the transferable capacity U-b of the first vehicle, and the transfer passengers beyond the transferable capacity will not affect the station-keeping time of the first vehicle, thereby avoiding unnecessary station-keeping time and more scientifically determining the station-keeping time of the first vehicle.

[0087] In an optional embodiment, in step S207 as shown in the figure, Figure 2 determines the transfer proportion from the second station of the second bus route to the first station of the first route in the target time period according to the historical number of passengers getting off at the second station of the second bus route and the historical number of passengers getting on at the first station of the first bus route in the target time period.

[0088] Specifically, the historical getting-off time of the second bus route at the second station in the target time period can be determined, the historical transfer time period of the batch of passengers getting off to arrive at the first station is determined according to the historical getting-off time, and the ratio of the historical number of passengers getting on at the first station of the first route to the historical number of passengers getting off at the second station of the second bus route in the target time period is determined as the transfer proportion from the second station of the second bus route to the first station of the first route in the target time period.

[0089] In an optional embodiment, the station-keeping time of the first vehicle at the first station can be determined according to a plurality of different second bus routes, Figure 3 a flowchart of a method for determining the station-keeping time of a bus vehicle under the condition of multiple second bus routes is shown, which includes:

[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: According to the arrival time, the transfer window time for each second station is determined, and the second station and the first station are transfer stations.

[0092] Step S305: For any second station, a plurality of second bus lines that can reach the second station are determined.

[0093] Step S307: For any second bus line, the departure time and the number of passengers of the second bus line at the second station corresponding to the second bus line in the transfer window time are obtained, and the number of passengers is used to determine the number of transfer passengers to the first bus line.

[0094] Step S309: According to the arrival time, the number of original passengers, the departure time, the number of passengers, and the missed transfer time of the first vehicle after the transfer passengers, the total waiting time of the original passengers and the transfer passengers of each second bus line is minimized, and the station time of the first vehicle at the first station is determined.

[0095] In actual application scenarios, for a first station, there can be multiple second stations that are transfer stations with the first station, and further, in a second station, there can be multiple second bus lines that can transfer to the second station. The method provided in the 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, the following formula can be used:

[0097] min T

[0098]

[0099] T2=x*b

[0100]

[0101] Where n is the total number of second bus lines, T 1,i is the first waiting time of the transfer passengers of the i-th second bus line when they cannot transfer to the first vehicle, T 3,i is the third waiting time of the transfer passengers 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 passengers of the i-th second bus line arrive at the first station, a iThe number of transfer passengers for the i-th second bus line, and other parameters have the same meaning as in the foregoing text.

[0102] Further, in this embodiment, the maximum number of transfer passengers that can be accepted by the first vehicle can also be determined according to the transfer capacity U-b of the first vehicle, and the second bus lines can be sorted according to the time when the transfer passengers of the second bus lines arrive at the first station. i The number of transfer passengers for the i-th second bus line after sorting. Thus, if the number of transfer passengers of the first to i-th second bus lines reaches the transfer capacity of the first vehicle, the first vehicle does not consider the impact of the transfer passengers of the second bus lines after the i-th second bus line when determining the station-keeping time.

[0103] Thus, the station-keeping time of the first vehicle can be determined under more complex transfer conditions.

[0104] According to another aspect of the embodiments, 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 perform the method described in combination with the above-mentioned embodiments. Figure 2

[0105] According to another aspect of the embodiments, the present specification also provides a computing device comprising a memory and a processor, wherein the memory stores executable code, and the processor executes the executable code to implement the method described in combination with the above-mentioned embodiments. Figure 2

[0106] According to another aspect of the embodiments, the present specification also provides a computer program product comprising computer programs / instructions, which, when executed by a processor, implement the steps of the method.

[0107] It should be understood that the descriptions of "first", "second", and the like in the present text are only for the sake of simple description of similar concepts and do not have other limiting effects.

[0108] Each of the embodiments in the present specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other. Each embodiment mainly explains the differences from other embodiments. In particular, for the system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the part of the description of the method embodiments.

[0109] ​​The above described embodiments of the present specification have been described. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in a different order and still accomplish desirable results. Additionally, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In certain implementations, multitasking and parallel processing can be advantageous or necessary.

[0110] Those skilled in the art should further understand that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be realized in electronic hardware, computer software or a combination of both. In order to clearly illustrate the interchangeability of hardware and software, the components and steps of the examples have been described in the above description in general terms. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application. Among them, the software module can be placed in random access memory (RAM), memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, register, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0111] The above specific embodiments further illustrate the purpose, technical solutions and beneficial effects of the present application. It should be understood that the above description is only a specific embodiment of the present application and is not intended to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1.A method for determining a dwell time of a bus vehicle in a transfer scenario, the method comprising: obtaining an arrival time of a first vehicle of a first bus line and a number of original passengers corresponding to a first station after the first vehicle arrives at the first station; determining a transfer window time according to the arrival time; obtaining a departure time of a second bus line and a number of passengers departing from a second station corresponding to the second station within the transfer window time, the second station and the first station being transfer stations of each other, and the number of passengers departing from the second station being used to determine a number of transfer passengers to the first bus line; and establishing an objective function, and determining the dwell time of the first vehicle at the first station by minimizing the objective function, wherein the objective function is set as: T = T 1 + T 2 wherein T is a total waiting time, T 1 is a first waiting time when the transfer passengers cannot transfer to the first vehicle, and T 2 is a second waiting time of the original passengers, wherein the first waiting time is set as: wherein x represents the dwell time, t 0 represents the arrival time of the first vehicle corresponding to the first station, t 1 is a time when the transfer passengers of the second bus line arrive at the first station, t 2 is a mis-transfer time, and a is the number of transfer passengers, wherein the mis-transfer time is an arrival time of a next bus vehicle of the first vehicle in the first bus line; and the second waiting time is set as: T 2 = x * b wherein b is the number of the original passengers. 2.The method of claim 1, wherein the obtaining the departure time of the second bus line and the number of passengers departing from the second station corresponding to the second station within the transfer window time comprises: determining the departure time of the second bus line and the number of passengers departing from the second station corresponding to the second station according to historical departure times and historical numbers of passengers of the second bus line at the second station corresponding to the transfer window time. a is not greater than a transferable capacity of the first vehicle, and the transferable capacity is determined according to the number of original passengers of the first vehicle. The number of transfer passengers is determined according to the number of passengers departing from the second station and a predetermined transfer ratio. 5.The method of claim 4, wherein the predetermined transfer ratio comprises: determining a transfer ratio of the target time period corresponding to the arrival time from the second station of the second bus line to the first station of the first bus line according to historical numbers of passengers departing from the second station of the second bus line and historical numbers of passengers boarding at the first station of the first bus line in the target time period. 6.The method of claim 1, wherein the determining the transfer window time comprises: determining the transfer window time for each second station; and wherein the obtaining the departure time of the second bus line and the number of passengers departing from the second station corresponding to the second station within the transfer window time comprises: determining a number of second bus lines that can arrive at any second station for any second station; and obtaining the departure time of the second bus line and the number of passengers departing from the second station corresponding to the second bus line for any second bus line within the transfer window time. ​ ​ ​ ​ ​ ​ ​ 3. The method of claim 1, wherein, ​ 4. The method of claim 1, wherein, ​ ​ ​ ​ ​ ​ ​ ​ The target function is established, and a stationing time of the first carrier at the first station is determined by minimizing the target function, and the target function is specifically set as: wherein n is the total number of second bus routes, T 1,i T is the first waiting time for the transfer passenger of the i-th second bus route when the transfer passenger cannot transfer the first vehicle, 3,i T is the third waiting time for the transfer passenger of the i-th second bus route on the first vehicle due to the dwell time. The first waiting time is set as: The third waiting time is set as: Wherein, t 1,i is the time of the transfer passenger of the i-th second bus line arriving at the first station, a i is the number of transfer passengers of the i-th second bus line. 7.A computer readable storage medium having stored thereon a computer program, which, when executed in a computer, causes the computer to perform the method of any one of claims 1-6. 8.A computing device comprising a memory and a processor, the memory having stored therein executable code, and the processor, when executing the executable code, implements the method of any one of claims 1-6.

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