Automatic driving modular bus operation method based on short-distance service strategy

Abstract

The invention provides an automatic driving modular bus operation method based on a short-distance service strategy, and the method comprises the steps: obtaining the travel demands of passengers, and building an automatic driving modular bus operation model under the short-distance service strategy; optimizing the automatic driving modular bus operation model by taking minimization of bus operation cost and passenger travel time cost as an optimization target; calculating the number of remaining passengers, the number of get-on passengers, the number of get-off passengers and the number of passengers in transit; respectively setting constraint conditions of passenger and modular bus operation, solving the model, and determining an optimal operation scheme of the modular bus; and executing the optimal operation scheme of the modular bus, and responding to the time-varying passenger flow demand of the station level. According to the method, the departure time interval, the modular bus in-transit combination / separation plan and the modular bus driving service interval can be optimized at the same time according to the time-varying passenger flow demand of the station level, so that the passenger travel service level and the bus operation efficiency are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic operation, and in particular to an autonomous driving modular bus operation method based on a short-range service strategy. Background Art

[0002] Traditional urban bus systems adopt an operation mode with fixed capacity, fixed departure frequency, and fixed driving intervals, making it difficult to meet the passenger flow demands with non-uniform spatio-temporal distributions. The unsaturated use of bus resources results in high operation costs for bus companies; while the oversaturated use of bus resources reduces the service level, increasing the waiting time cost of passengers and the degree of crowding inside the vehicles. Therefore, improving the matching relationship between the bus system and passenger demands is a key issue that urgently needs attention and solution. Summary of the Invention

[0003] In view of the above-mentioned technical problems, an autonomous driving modular bus operation method based on a short-range service strategy is provided. The present invention optimizes the departure time interval, the in-transit combination / separation plan of modular buses, and the driving service intervals of modular buses according to the time-varying passenger flow demands at the station level, so as to improve the passenger travel service level and bus operation efficiency.

[0004] The technical means adopted by the present invention are as follows:

[0005] An autonomous driving modular bus operation method based on a short-range service strategy, comprising:

[0006] Obtaining the travel demands of passengers and establishing an autonomous driving modular bus operation model under a short-range service strategy;

[0007] Optimizing the autonomous driving modular bus operation model with the minimum of bus operation cost and passenger travel time cost as the optimization objective;

[0008] Calculating the remaining number of passengers, the number of boarding passengers, the number of alighting passengers, and the number of in-transit passengers;

[0009] Respectively setting the constraint conditions for passengers and modular bus operations, solving the model, and determining the optimal operation plan for modular buses;

[0010] Implementing the optimal operation plan for modular buses and responding to the time-varying passenger flow demands at the station level.

[0011] Furthermore, the travel demands of the passengers include: the departure station, the arrival station, and the estimated departure time of the passengers.

[0012] Furthermore, the bus operation cost includes usage cost and energy consumption cost, and the passenger travel time cost includes: passenger waiting time cost and additional waiting time cost for stranded passengers.

[0013] Furthermore, optimizing the autonomous driving modular bus operation model with the minimum of bus operation cost and passenger travel time cost as the optimization objective includes:

[0014]

[0015] Among them, used to calculate the usage cost of the modular bus, φ o is the usage cost of the modular bus per unit time, is the total usage time of the modular bus; used to calculate the energy consumption cost of the modular bus, φ v is the electricity fee, represents the operation time of the modular bus between adjacent stations, am k +b represents the energy consumption of the modular bus per unit time of driving, the parameter a is the variable energy consumption parameter, the parameter b is the fixed energy consumption parameter, m k represents the number of modular buses in shift k, Z ki represents whether shift k has combined driving with the previous shift. If there is combined driving, it means that the energy consumption of shift k has been reflected in the energy consumption calculation of the previous shift, and take Z ki =1, otherwise it is 0; used to calculate the passenger waiting time cost, α is the passenger waiting time cost per unit time, is the total passenger waiting time; used to calculate the additional waiting time cost of stranded passengers, pα is the waiting time cost of stranded passengers per unit time, p represents the penalty coefficient of the additional waiting cost, is the total additional waiting time of stranded passengers;

[0016]

[0017]

[0018] Among them, z kk'i represents whether shift k and the previous shift k' arrive at station i simultaneously. If they arrive simultaneously, take z kk'i =1, otherwise it is 0; δ represents the interval of discrete time, K represents the set of shifts, S represents the set of line stations, N represents the terminal number. When shift k and the previous shift k' arrive at station i simultaneously, that is, AT i k =AT i k ', take z kk'i =1, otherwise take z kk'i =0; Z ki represents whether shift k has combined driving with the previous shift k'. If z k'kj =1, (j∈{i,i + 1}), then take Zki = 1, and vice versa for Z ki = 0.

[0019] Furthermore, calculating the remaining passenger quantity, the boarding passenger quantity, the alighting passenger quantity, and the in-transit passenger quantity specifically includes:

[0020]

[0021] Among them, L(t) represents the number of waiting passengers at time t, which consists of the number of passengers waiting at station i and going to station j at time t, that is T represents the set of time points, represents the cumulative number of passengers departing from station i and arriving at station j at time t, which is composed of the number of passengers who have boarded at time t and the number of waiting passengers The number of boarding passengers BP of shift k at station i i k is calculated using the number of passengers arriving at station j, where represents the total number of passengers boarding at station i and arriving at all subsequent stations j; The number of alighting passengers AP of shift k at station i i k is calculated using the number of passengers departing from station j, where represents the total number of passengers boarding at station j and arriving at all subsequent stations i; The number of in-transit passengers OP of shift k leaving station i i k is calculated by the difference between the cumulative number of boarding passengers and alighting passengers at the served stations.

[0022] Furthermore, setting the constraint conditions for passengers and modular bus operations specifically includes:

[0023] Constraint conditions for passengers:

[0024]

[0025]

[0026] Among them, the number of passengers served by shift k is at least 1 to avoid empty vehicle operation; The number of in-transit passengers OP i k meets the station service limit and does not exceed the vehicle capacity represents whether shift k provides service for the section from station i to station i + 1. If it provides service, otherwise it is 0; c represents the fixed capacity of a single modular vehicle; The parameter X it is the maximum value of; L'it represents the number of remaining passengers at station \(i\) at time \(t\), which consists of the number of remaining passengers from the previous time \((1 - X it )L' i,t-δ and the number of remaining passengers at the current time ;

[0027] Modular bus operation constraints:

[0028]

[0029] h min ≤h k ≤h max , k ∈ K

[0030]

[0031] where \(AT i k represents the arrival time point of trip \(k\) at station \(i\), marked with a 0 - 1 variable ; when trip \(k\) arrives at station \(i\) at time point \(t\), then otherwise take 0; \(h k represents the departure interval between trip \(k\) and trip \(k - 1\) at the origin station, \(t first represents the starting service time point, \(h min represents the minimum departure interval, \(h max represents the maximum departure interval; \(DT i k represents the departure time point of trip \(k\) from station \(i\), \(RT i represents the travel time from station \(i\) to station \(i + 1\), \(ST i represents the service time of station \(i\).

[0032] Furthermore, the optimal operation plan of the modular bus at least includes: determining the departure interval, formulating the in - transit combination / separation plan of the modular bus, and planning the driving section of the modular bus.

[0033] Compared with the prior art, the present invention has the following advantages:

[0034] The self-driving modular bus operation method based on the short-range service strategy provided by the present invention reads passenger flow information at the station level and provides a matching modular bus supply for each station according to the station demand. Traditional buses, due to the limitation of a large rated capacity, provide the same bus supply for each station, and this supply strategy only stays at the supply-demand matching at the route level, rather than at the station level. The self-driving modular bus, with a small vehicle capacity setting and the operation characteristics of in-transit combination / separation of modules during the driving process, can achieve dynamic capacity configuration of the bus in transit. In addition, according to the time-varying passenger flow demand of different stations and combined with the differentiated services provided by the short-range strategy, the passenger service quality and bus operation efficiency can be greatly improved. Therefore, the present invention optimizes the bus operation plan at the station level and enhances the attractiveness of bus services.

[0035] The self-driving modular bus operation method based on the short-range service strategy provided by the present invention, compared with the fixed-capacity operation method of traditional buses, adapts to the travel demands of time-varying passenger flows. It can not only provide efficient services during peak hours with large passenger flows, but also avoid the operation state of low occupancy rate of modular buses during off-peak hours. This invention overcomes the operation pain points of supply-demand mismatch caused by traditional buses and is conducive to the optimal allocation of social resources.

[0036] The self-driving modular bus operation method based on the short-range service strategy provided by the present invention has the characteristic of miniaturization and can be deployed in public parking lots. Through the short-range service setting, it avoids the departure scheduling of modular buses from the starting station, thereby improving the utilization rate of public space, saving the energy consumption of modular buses, and accelerating the efficiency of providing vehicle services for passengers.

[0037] For the above reasons, the present invention can be widely promoted in the fields of transportation operation and the like. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0039] Figure 1 It is a flowchart of the self-driving modular bus operation method based on the short-range service strategy in the present invention.

[0040] Figure 2 It is a flowchart of the work in the present invention.

[0041] Figure 3 It is a schematic diagram of the modular bus operation combination and separation method based on the short-range strategy in the embodiment of the present invention.

[0042] Figure 4 It is a schematic diagram of the solution generated by the modular bus operation optimization method based on the short-range strategy in the embodiments of the present invention. Detailed implementation manners

[0043] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the drawings and in combination with the embodiments.

[0044] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part rather than all of the embodiments of the present invention. The description of at least one exemplary embodiment below is actually only illustrative and in no way restricts the present invention and its application or use. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without creative efforts fall within the scope of protection of the present invention.

[0045] It should be noted that the terms used herein are only for describing the specific implementation manners and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless otherwise clearly specified in the context, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "include" and / or "comprise" are used in this specification, they indicate the presence of features, steps, operations and / or their combinations.

[0046] Unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and values set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be clear that, for the convenience of description, the dimensions of the various parts shown in the drawings are not drawn in actual proportional relationships. Technologies, methods and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods and devices should be regarded as part of the authorized specification. In all the examples shown and discussed herein, any specific values should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0047] As Figure 1 shown, the present invention provides an autonomous driving modular bus operation method based on a short-range service strategy, including:

[0048] Obtain the travel demands of passengers and establish an autonomous driving modular bus operation model under the short - range service strategy;

[0049] Optimize the autonomous driving modular bus operation model with the minimum of bus operation cost and passenger travel time cost as the optimization goal;

[0050] Calculate the remaining number of passengers, the number of boarding passengers, the number of alighting passengers, and the number of in - transit passengers;

[0051] Respectively set the constraint conditions for passengers and modular bus operation, solve the model, and determine the optimal operation plan for modular buses;

[0052] Execute the optimal operation plan for modular buses to respond to the time - varying passenger flow demand at the station level.

[0053] In specific implementation, as a preferred implementation manner of the present invention, the travel demands of the passengers include: the departure station, the arrival station, and the expected departure time of the passengers.

[0054] In specific implementation, as a preferred implementation manner of the present invention, the bus operation cost includes the usage cost and the energy consumption cost, and the passenger travel time cost includes: the passenger waiting time cost and the additional waiting time cost of stranded passengers.

[0055] In specific implementation, as a preferred implementation manner of the present invention, the optimization of the autonomous driving modular bus operation model with the minimum of bus operation cost and passenger travel time cost as the optimization goal includes:

[0056]

[0057] Among them, For calculating the usage cost of modular buses, φ o is the usage cost of modular buses per unit time, is the total usage time of modular buses; For calculating the energy consumption cost of modular buses, φ v is the electricity fee, represents the operation time of modular buses between adjacent stations, am k +b represents the energy consumption of modular buses per unit time when driving, the parameter a is a variable energy consumption parameter, the parameter b is a fixed energy consumption parameter, m k represents the number of modular buses in shift k, Z ki represents whether shift k has combined driving with the previous shift. If there is combined driving, it means that the energy consumption of shift k has been reflected in the energy consumption calculation of the previous shift, and Z ki = 1, otherwise it is 0; For calculating the passenger waiting time cost, α is the passenger waiting time cost per unit time, is the total passenger waiting time; is used to calculate the cost of the additional waiting time of the stranded passengers. pα is the cost of the waiting time of the stranded passengers per unit time, and p represents the penalty coefficient of the additional waiting cost. is the total additional waiting time of the stranded passengers;

[0058]

[0059] where z kk'i indicates whether the shift k and the previous shift k' arrive at the station i simultaneously. If they arrive simultaneously, take z kk'i = 1, otherwise 0; δ represents the interval of discrete time, K represents the set of shifts, S represents the set of line stations, and N represents the number of the terminal station. When the shift k and the previous shift k' arrive at the station i simultaneously, that is, AT i k = AT i k ', take z kk'i = 1, otherwise take z kk'i = 0; Z ki indicates whether there is a combined operation between the shift k and the previous shift k'. If z k'kj = 1, (j ∈ {i, i + 1}), then take Z ki = 1, otherwise Z ki = 0.

[0060] When specifically implemented, as a preferred implementation manner of the present invention, the calculation of the remaining passenger quantity, the boarding passenger quantity, the alighting passenger quantity, and the in-transit passenger quantity specifically includes:

[0061]

[0062] where L(t) represents the number of waiting passengers at time t, which is composed of the number of passengers waiting at the station i at time t and going to the station j, that is T represents the set of time points, represents the cumulative number of passengers whose departure station is i and arrival station is j at time t, which is composed of the number of passengers who have boarded the vehicle at time t and the number of waiting passengers ; The boarding passenger quantity BP of the shift k at the station i i k is calculated by using the number of passengers arriving at the station j, where represents the total number of passengers boarding at the station i and arriving at all subsequent stations j; The alighting passenger quantity AP of the shift k at the station i i k is calculated by using the number of passengers departing from the station j, where Denotes the total number of passengers boarding at station j and arriving at all subsequent stations i; the number of on - route passengers OP when trip k departs from station i i k Calculated by accumulating the difference between the number of boarding passengers and the number of alighting passengers at the served stations

[0063] Specifically, as a preferred implementation manner of the present invention, the constraint conditions for the set passengers and modular bus operation specifically include:

[0064] Constraint conditions for passengers:

[0065]

[0066] Among them, the number of passengers served by trip k Is at least 1 to avoid empty vehicle operation; the number of on - route passengers OP i k Meets the station service limit and does not exceed the vehicle capacity Indicates whether trip k provides service for the section from station i to station i + 1. If it provides service, Otherwise it is 0; c represents the fixed capacity of a single modular vehicle; parameter X it Is The maximum value of; L' it Represents the number of remaining passengers at station i at time t, which is composed of the number of remaining passengers at the previous moment (1 - X it )L' i,t-δ And the number of remaining passengers at the current moment Composed;

[0067] Constraint conditions for modular bus operation:

[0068]

[0069] h min ≤h k ≤h max , k ∈ K

[0070]

[0071] Among them, AT i k Represents the time point when trip k arrives at station i, marked by a 0 - 1 variable When trip k arrives at station i at time point t, then Otherwise take 0; h k Represents the departure interval between trip k and trip k - 1 at the origin station, t first Represents the starting service time point, h min Represents the minimum departure interval, h maxRepresents the maximum headway; DT i k Represents the departure time of trip k from stop i, RT i Represents the travel time from stop i to stop i+1, ST i Represents the service time of stop i.

[0072] In implementation,

[0073]

[0074] Among them, is a 0-1 variable. If trip k serves the section from stop i to stop i+1, it takes 1, otherwise it takes 0. Therefore, trip k serves at least one section on the line. At the same time, ensure the continuity of the driving section of trip k.

[0075] In specific implementation, as a preferred implementation manner of the present invention, the optimal operation plan of the modular bus at least includes: determining the departure time interval, formulating the in-transit combination / separation plan of the modular bus, and planning the driving section of the modular bus.

[0076] Embodiment

[0077] As Figure 1 shown, the present invention provides an operation method of an autonomous driving modular bus based on a short-haul service strategy. According to the passenger travel demand and the operation characteristics of the modular bus, combined with the short-haul service strategy, it efficiently and reasonably performs dynamic matching of supply and demand, reduces the passenger travel time, optimizes the driving section, and saves the bus operation cost.

[0078] As Figure 2 shown, the modular bus operation optimization model based on the short-haul strategy can couple the travel demand of the time-varying passenger flow with the modular bus operation plan. According to the model solution results, clarify the departure time, departure quantity, service section of the modular bus, and the combination / separation situation during the process.

[0079] Figure 3 Shows a schematic diagram of the combination / separation process of modular buses between different trips based on the short-haul strategy in the present invention. This case combines the differential service characteristics of the short-haul strategy and the combination / separation operation characteristics of the modular bus. According to the time-varying situation of the passenger flow, arrange the departure time, in-transit combination and separation state, and driving section situation of the modular bus, so as to save the in-transit energy consumption and in-transit operation time of the modular bus, thereby saving the waiting time of passengers. Therefore, information interaction occurs between the modular bus and passengers, that is, the intelligent bus system collects passenger flow information and generates a modular bus operation plan, and passengers obtain relevant boarding information, thereby improving the bus service efficiency and enhancing the bus service quality.

[0080] The present invention first obtains passenger travel demand data, including the time of arrival at the boarding station, the boarding station, and the alighting station; generates objectives and constraints based on the known data and solves the model to determine the modular bus operation plan; the optimal operation plan obtained by solving the model is as follows Figure 4 as shown

[0081] Shift 1 serves the section between stops 1 - 15, Shift 2 serves the section between stops 1 - 12, and Shift 1 and Shift 2 operate in combination in the section between stops 1 - 12; Shift 3 serves the section between stops 5 - 18, Shift 4 serves the section between stops 2 - 14, Shift 5 serves the section between stops 4 - 17, Shift 6 serves the section between stops 1 - 15, Shift 7 serves the section between stops 7 - 19, Shift 8 serves the section between stops 9 - 19, and Shift 9 serves the section between stops 13 - 19.

[0082] The modular bus system feeds back the operation plan to passengers; the modular bus provides services according to the operation plan to respond to passengers' travel demands.

[0083] Compared with the operation method of the full - route service bus, the present invention has obvious advantages, and the optimization effect is shown in Table 1, reducing the operation time of the modular bus and the waiting time of passengers.

[0084] Table 1 Comparison between the present invention and the operation method of the full - route service bus

[0085] Modular bus operation time (min) Passenger waiting time Full-process service 378 736 The present invention 233 311 Optimization level 38.36％ 57.75％

[0086] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An autonomous driving modular bus operation method based on a short-range service strategy, characterized in that Including: Obtain the travel demands of passengers and establish an autonomous driving modular bus operation model under the short-distance service strategy; Optimize the autonomous driving modular bus operation model with the minimum of bus operation cost and passenger travel time cost as the optimization objective; Calculate the remaining number of passengers, the number of boarding passengers, the number of alighting passengers, and the number of passengers in transit; Respectively set the constraint conditions for passengers and modular bus operation, solve the model, and determine the optimal operation plan for modular buses; Execute the optimal operation plan for modular buses to respond to the time-varying passenger flow demands at the station level.

2. The method for modular bus operation of autonomous driving based on short-range service strategy according to claim 1, wherein The travel demands of the passengers include: the departure station, the arrival station, and the expected departure time of the passengers.

3. The method for modular bus operation of autonomous driving based on short-range service strategy according to claim 1, wherein, The bus operation cost includes the usage cost and the energy consumption cost, and the passenger travel time cost includes: the passenger waiting time cost and the additional waiting time cost for stranded passengers.

4. The method for modular bus operation of autonomous driving based on short-range service strategy according to claim 1, characterized in that The optimization of the autonomous driving modular bus operation model with the minimum of bus operation cost and passenger travel time cost as the optimization objective includes: Among them, used to calculate the usage cost of modular buses, φ o is the usage cost of modular buses per unit time, is the total usage time of modular buses; used to calculate the energy consumption cost of modular buses, φ v is the electricity cost, represents the operation time of modular buses between adjacent stations, am k +b represents the energy consumption of modular buses per unit time when driving, the parameter a is the variable energy consumption parameter, the parameter b is the fixed energy consumption parameter, m k represents the number of modular buses in shift k, Z ki represents whether shift k has combined driving with the previous shift. If there is combined driving, it means that the energy consumption of shift k has been reflected in the energy consumption calculation of the previous shift, and Z ki = 1, otherwise it is 0; used to calculate the passenger waiting time cost, α is the passenger waiting time cost per unit time, is the total passenger waiting time; used to calculate the additional waiting time cost of stranded passengers, pα is the waiting time cost of stranded passengers per unit time, p represents the penalty coefficient of the additional waiting cost, is the total additional waiting time of stranded passengers; where z kk'i indicates whether shift k and the previous shift k' arrive at station i simultaneously. If they arrive simultaneously, z kk'i is taken as 1; otherwise, it is 0. δ represents the interval of discrete time, K represents the set of shifts, S represents the set of line stations, and N represents the terminal station number. When shift k and the previous shift k' arrive at station i simultaneously, i.e., AT i k = AT i k ', z kk'i is taken as 1; otherwise, z kk'i is taken as 0. Z ki indicates whether there is a combined operation between shift k and the previous shift k'. If z k'kj = 1, (j ∈ {i, i + 1}), then Z ki is taken as 1; otherwise, Z ki is 0.

5. The method for modular bus operation of autonomous driving based on short-range service strategy according to claim 1, characterized in that The calculation of the remaining number of passengers, the number of boarding passengers, the number of alighting passengers, and the number of passengers in transit specifically includes: Among them, \(L(t)\) represents the number of waiting passengers at time \(t\), which is composed of the number of passengers waiting at station \(i\) and going to station \(j\) at time \(t\), that is \(T\) represents the set of time points, represents the cumulative number of passengers departing from station \(i\) and arriving at station \(j\) at time \(t\), which is composed of the number of passengers who have boarded the vehicle at time \(t\) and the number of waiting passengers The number of boarding passengers \(BP\) of shift \(k\) at station \(i\) i k is calculated using the number of passengers arriving at station \(j\), where represents the total number of passengers boarding at station \(i\) and arriving at all subsequent stations \(j\); the number of alighting passengers \(AP\) of shift \(k\) at station \(i\) i k is calculated using the number of passengers departing from station \(j\), where represents the total number of passengers boarding at station \(j\) and arriving at all subsequent stations \(i\); the number of in-transit passengers \(OP\) of shift \(k\) leaving station \(i\) i k is calculated by the difference between the cumulative number of boarding passengers and alighting passengers at the served stations.

6. The modular bus operation method for autonomous driving based on short-range service strategy according to claim 1, characterized in that, The setting of the constraint conditions for passengers and modular bus operation specifically includes: Constraint conditions for passengers: Among them, the number of passengers served by shift k is at least 1 to avoid empty vehicle running; the number of on-board passengers OP i k meets the station service limit and does not exceed the vehicle capacity indicates whether shift k provides service for the section from station i to station i + 1. If it provides service, otherwise it is 0; c represents the fixed capacity of a single modular vehicle; the parameter X it is the maximum value of; L' it represents the number of remaining passengers at station i at time t, which is composed of the number of remaining passengers at the previous moment (1 - X it )L' i,t-δ and the number of remaining passengers at the current moment ; Constraint conditions for modular bus operation: h min ≤h k ≤h max , k ∈ K Among them, AT i k represents the time point when shift k arrives at station i, and is marked with a 0-1 variable ; when shift k arrives at station i at time point t, then otherwise take 0; h k represents the departure interval between shift k and shift k-1 at the origin station, t first represents the starting service time point, h min represents the minimum departure interval, h max represents the maximum departure interval; DT i k represents the time point when shift k leaves station i, RT i represents the travel time from station i to station i+1, ST i represents the service time of station i.

7. The method for modular bus operation of autonomous driving based on short-range service strategy according to claim 1, wherein The optimal operation plan for the modular buses includes at least: determining the departure time interval, formulating the in-transit combination / separation plan for modular buses, and the travel section planning for modular buses.

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