A method and system for constructing a territorial space planning database and a medium

Abstract

The application relates to the technical field of data processing, in particular to a method and system for constructing a territorial space planning database and a medium. The method determines a target time point at which data is missing and a corresponding target bus; determines an initial congestion evaluation parameter of the target bus according to a first instantaneous running state feature of the target bus at a first reference time point; determines a target congestion evaluation parameter of the target bus according to a second instantaneous running state feature of other buses at a second reference time point and the initial congestion evaluation parameter of the target bus, wherein the second instantaneous running state feature represents a current running state of the other buses at the second reference time point; and determines a completed position information of the target bus at the target time point by using the target congestion evaluation parameter, and stores the target time point and the target position information in a traffic database, so that the missing data is completed, and the integrity and continuity of the traffic database are ensured.

Description

Technical Field

[0001] This invention relates to the field of data processing technology, specifically to a method, system, and medium for constructing a land spatial planning database. Background Technology

[0002] Territorial spatial planning is the process of scientifically and rationally allocating, managing, and utilizing land resources within a certain geographical area. To ensure the rational operation of territorial spatial planning, it is necessary to construct various databases to advance the planning process. Among these, transportation planning is an important component of territorial spatial planning, making the construction of a transportation database a crucial task in building the territorial spatial planning database. To construct this database, it is essential to focus on collecting transportation data, with bus operation data being indispensable.

[0003] When buses enter densely populated urban areas or encounter severe weather, GPS signals are easily interfered with or blocked, making it impossible to collect real-time bus locations. This results in missing bus operation data. Currently, existing technologies typically use interpolation methods to fill in the missing bus locations. However, this method ignores the impact of factors such as traffic congestion, sudden accidents, or severe weather on the bus's driving status, which can cause changes in the bus's real-time location. This fails to accurately predict the bus's location at the missing time, thus affecting the integrity and continuity of the traffic database. Summary of the Invention

[0004] To address the technical problem of abrupt changes in bus real-time location caused by factors such as traffic congestion, unexpected accidents, or severe weather, resulting in significant discrepancies between the estimated bus location at missing moments and the actual location, this invention provides a method, system, and medium for constructing a land spatial planning database. The specific technical solution adopted is as follows:

[0005] This invention proposes a method for constructing a land spatial planning database, the method comprising:

[0006] Access the traffic database to obtain the current operating data of multiple buses and the operating data of multiple historical time periods. The operating data includes the location information corresponding to multiple times in chronological order.

[0007] If missing data is detected in the current operation data, determine the target time when the missing data occurred and the corresponding target bus; determine the first reference time of the target bus with the shortest interval in the historical operation data of the target bus, and the second reference time of the target time with the shortest interval in the current operation data of other buses;

[0008] Based on the first instantaneous operating state characteristics of the target bus at the first reference time, the initial congestion assessment parameters of the target bus are determined, wherein the first instantaneous operating state characteristics represent the historical operating state of the target bus at the first reference time.

[0009] Based on the second instantaneous operating state characteristics of other buses at the second reference time and the initial congestion assessment parameters of the target bus, the target congestion assessment parameters of the target bus are determined, wherein the second instantaneous operating state characteristics represent the current operating state of other buses at the second reference time.

[0010] The target congestion assessment parameters are used to determine the complete location information of the target bus at the target time, and the target time and target location information are associated and stored in the traffic database.

[0011] Furthermore, the process of determining the target time and the corresponding target bus includes:

[0012] For each bus, if the time interval between consecutive moments in the current bus operation data exceeds a preset time interval threshold, it is determined that there is a missing moment at that time interval, and the missing target moment is located.

[0013] Obtain the target bus for which data is missing at the target time.

[0014] Furthermore, the process for determining the initial congestion assessment parameters includes:

[0015] For each historical operating data of the same target bus, starting from the first moment of the historical operating data, the displacement between the moment of the historical operating data and its corresponding moment in the current operating data is calculated sequentially to obtain the first displacement change, until the first reference moment is calculated; based on all the first displacement changes, the time similarity between the current operating data and the historical operating data of the target bus in the time dimension is obtained, where the first displacement change is negatively correlated with the time similarity.

[0016] Calculate the time difference between the first reference time and its adjacent time to obtain the first time interval;

[0017] Calculate the displacement between the first reference time and its adjacent time points to obtain the second displacement change;

[0018] Based on the first time interval between the first reference time and its adjacent time and the second displacement change, the congestion characteristic parameters corresponding to the historical operation data are determined, wherein the first time interval is positively correlated with the congestion characteristic parameters and the second displacement change is negatively correlated with the congestion characteristic parameters;

[0019] Based on the time similarity between the current operating data and historical operating data of the target bus and the congestion characteristic parameters corresponding to the historical operating data, the initial congestion assessment parameters of the target bus are determined, wherein the time similarity and the congestion characteristic parameters are both positively correlated with the initial congestion assessment parameters.

[0020] Furthermore, adjacent time points include preceding adjacent time points and subsequent adjacent time points, and the process for determining the initial congestion assessment parameters includes:

[0021] Based on the time difference and displacement between the first reference time and its preceding adjacent time, the first congestion characteristic parameter corresponding to the historical operation data is determined; based on the time difference and displacement between the first reference time and its subsequent adjacent time, the second congestion characteristic parameter corresponding to the historical operation data is determined.

[0022] Based on the time similarity and the first congestion feature parameters corresponding to historical operating data, the first initial congestion assessment parameters of the target bus are determined; based on the time similarity and the second congestion feature parameters corresponding to historical operating data, the second initial congestion assessment parameters of the target bus are determined.

[0023] Furthermore, the process for determining the target congestion assessment parameters includes:

[0024] For each other bus, calculate the displacement of the target bus between the adjacent times of the target time and the adjacent times of the second reference time of the other buses to obtain the third displacement change between the target bus and other buses; calculate the time difference between the adjacent times of the target time and the adjacent times of the second reference time to obtain the second time interval between the target bus and other buses.

[0025] Based on the third displacement change and the second time interval, the spatial similarity between the target bus and other buses in the spatial dimension is determined, wherein the third displacement change and the second time interval are both negatively correlated with the spatial similarity.

[0026] Calculate the time difference between the second reference time and its adjacent time to obtain the third time interval; calculate the displacement between the second reference time and its adjacent time to determine the fourth displacement change.

[0027] Based on the third time interval and the fourth displacement change between the second reference time and its adjacent time, the congestion characteristic indicators corresponding to other buses are determined, wherein the third time interval is positively correlated with the congestion characteristic indicators, and the fourth displacement change is negatively correlated with the congestion characteristic indicators;

[0028] The target congestion assessment parameters of the target bus are determined based on the spatial similarity between the target bus and other buses, the initial congestion assessment parameters of the target bus, and the correlation between the congestion characteristic indicators of other buses.

[0029] Furthermore, the process for determining the target congestion assessment parameters includes:

[0030] Calculate the difference between the congestion characteristic index corresponding to other buses and the initial congestion assessment parameters of the target bus, and determine the first difference;

[0031] Based on the correlation between the spatial similarity between the target bus and other buses, the first difference, and the initial congestion assessment parameters of the target bus, the target congestion assessment parameters of the target bus are determined, wherein the spatial similarity, the first difference, and the initial congestion assessment parameters of the target bus are all positively correlated with the target congestion assessment parameters.

[0032] Furthermore, the process for determining the target congestion assessment parameters includes:

[0033] Based on the time difference and displacement between the second reference time and its preceding adjacent time, the first congestion characteristic index corresponding to other buses is determined; based on the time difference and displacement between the second reference time and its subsequent adjacent time, the second congestion characteristic index corresponding to other buses is determined.

[0034] Based on the spatial similarity between the target bus and other buses, the first initial congestion assessment parameters of the target bus, and the correlation between the first congestion characteristic indicators of other buses, the first target congestion assessment parameters of the target bus at the target time and its preceding adjacent time are determined.

[0035] Based on the spatial similarity between the target bus and other buses, the second initial congestion assessment parameters of the target bus, and the correlation between the second congestion characteristic indicators of other buses, the second target congestion assessment parameters of the target bus at the target time and its subsequent adjacent time are determined.

[0036] Furthermore, the process of determining the completed location information includes:

[0037] Based on the first target congestion assessment parameters and the time difference between the target time of the target bus and its preceding adjacent time, a first distance weight is determined, wherein the first target congestion assessment parameters are positively correlated with the first distance weight, and the time difference between the target time and its preceding adjacent time is negatively correlated with the first distance weight;

[0038] Based on the second target congestion assessment parameters and the time difference between the target time of the target bus and its subsequent adjacent time, the second distance weight is determined. The second target congestion assessment parameters are positively correlated with the second distance weight, and the time difference between the target time and its subsequent adjacent time is negatively correlated with the second distance weight.

[0039] Based on the first distance weight and the second distance weight, a corresponding first weight ratio and a second weight ratio are determined, wherein the first weight ratio is used to weight the position information of the preceding adjacent time of the target time, and the second weight ratio is used to weight the position information of the following adjacent time of the target time.

[0040] The position information of the target bus at the target time is obtained by weighted summation of the position information of the preceding and following adjacent time points.

[0041] A system for constructing a land spatial planning database, the system comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that the processor executes the computer program to implement the steps of a method for constructing a land spatial planning database.

[0042] A computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement a method for constructing a land spatial planning database.

[0043] The present invention has the following beneficial effects:

[0044] This invention accesses a traffic database to obtain current operating data and historical operating data for multiple buses. By understanding the current operating data of these buses, it identifies the missing target time and the corresponding target bus. This allows for subsequent analysis to determine the target bus's location information closest to the actual situation at that target time, thus accurately completing the target bus's current operating data. Next, it explores the operational patterns of the same target bus over historical time periods. By analyzing the target bus's operating status at a first reference time, it can determine the actual road conditions at that target time. Using the target bus's initial congestion assessment parameters, it can determine whether the target bus's speed is affected, thus providing a preliminary assessment of the target bus's position at the target time. The location of the target bus is determined by several factors. First, compared to historical time periods, the current time period may also experience traffic accidents, road collapses, road closures, etc., causing congestion for the target bus at the target time. This results in slower bus speeds and a change in its position compared to historical times. Therefore, the operational status of other buses around the target bus can be combined to determine the target congestion assessment parameters, thus more accurately determining the target bus's position at the target time. Finally, the target congestion assessment parameters are used to accurately determine the supplementary position of the target bus at the target time, supplementing missing data and providing reliable bus operation data for the traffic database. This ensures the integrity and continuity of the traffic database, thereby improving the construction of the territorial spatial planning database. Attached Figure Description

[0045] To more clearly illustrate the technical solutions and advantages in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 A flowchart illustrating a method for constructing a land spatial planning database according to an embodiment of the present invention;

[0047] Figure 2 An example diagram illustrating the process of determining initial congestion assessment parameters provided in one embodiment of the present invention;

[0048] Figure 3 An example diagram illustrating the process of determining target congestion assessment parameters according to an embodiment of the present invention;

[0049] Figure 4 This is an example diagram illustrating the process of determining the completion position information provided in one embodiment of the present invention. Detailed Implementation

[0050] To further illustrate the technical means and effects adopted by the present invention to achieve its intended purpose, the following, in conjunction with the accompanying drawings and preferred embodiments, details the specific implementation methods, structures, features, and effects of a land spatial planning database construction method, system, and medium proposed according to the present invention. In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics in one or more embodiments can be combined in any suitable form.

[0051] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0052] The following detailed description, in conjunction with the accompanying drawings, illustrates the specific scheme of the method, system, and medium for constructing a land spatial planning database provided by this invention.

[0053] Please see Figure 1 The diagram illustrates a flowchart of a method for constructing a land spatial planning database according to an embodiment of the present invention, the method comprising:

[0054] S101: Access the traffic database to obtain the current operating data of multiple buses and the operating data of multiple historical time periods. The operating data includes the location information corresponding to multiple times arranged in chronological order.

[0055] It should be noted that for each bus, the GPS device will periodically record the real-time location information of the bus from the departure point to the terminal station. A timestamp can be assigned to the location information at each moment. The timestamp is used to indicate the specific time when the location information is recorded. For example, for a certain bus, the real-time location information of the bus is collected once at 10:30:49 on May 4.

[0056] It should be noted that the specific cycle for collecting bus location information is determined based on actual needs. For example, bus location information can be collected every 5 minutes.

[0057] S102: Determine the target time when the missing information occurs and the corresponding target bus; determine the first reference time of the target time with the shortest interval in the historical operating data of the target bus, and the second reference time of the target time with the shortest interval in the current operating data of other buses.

[0058] It is important to understand that since GPS devices periodically collect the location information of buses, when the time interval between two adjacent timestamps A and B exceeds a preset time interval threshold, there will inevitably be a missing moment in the time interval between timestamps A and B. In order to ensure the integrity and continuity of bus operation data, the missing moment can be interpolated to make up for it.

[0059] In this embodiment, for each bus, if the time interval of consecutive moments in the time series of the bus's current operation data exceeds a preset time interval threshold, it is determined that there is a missing moment at that time interval, and the target missing moment is located; the target bus where the data is missing at the target moment is obtained.

[0060] It should be noted that the specific value of the preset time interval threshold is determined according to actual needs, and this embodiment does not impose a specific limitation. For example, the preset time interval threshold is 5 minutes.

[0061] It should be noted that the specific method for determining the target time is a technical means well known to those skilled in the art. For example, all times included in the current operating data of the target bus can be obtained, and common interpolation methods can be used to analyze all times included in the current operating data in order to determine the specific time of the target time.

[0062] It is understandable that, since GPS collects the location information of buses in real time and stores the collected data in the current operation data of the buses, the determination of whether there is missing data in the current operation data can also be done in real time, and the missing time located can be added to the operation data in real time. Therefore, if a bus identifies a missing time, for that bus, it is determined that there is only one target time missing in the current operation data at the current time, and the bus related to the current operation data of the target time is the target bus. There is a one-to-one correspondence between the target bus and the target time.

[0063] It should be noted that the specific time when the location information is collected is recorded in the form of a timestamp. Since the timestamp also includes information such as year, month and date, however, the operation of buses has a certain regularity and usually runs along the predetermined date. Therefore, information such as year, month and date is not of great reference significance for subsequent analysis of whether there is a congestion problem of buses at the target time. Therefore, this embodiment focuses on the time information of the bus, namely the hour, minute and second information.

[0064] The first reference time is used to represent the time in the historical operation data of the target bus that is close to the target time in the time dimension. For example, if the target time is 10:35:00 in the current operation data of the target bus, and the time in a certain historical operation data of the target bus that is close to the target time (10:35:00) is 10:35:21, then that time is the first parameter time (10:35:21).

[0065] The second reference time is used to represent the time in the current operating data of other buses besides the target bus that is close to the target time in the time dimension. For example, if the target time is 10:35:00 in the current operating data of the target bus, and the time in the current operating data of another bus that is close to the target time (10:35:00) is 10:38:49, then that time is the second parameter time (10:38:49).

[0066] It should be noted that if a target time is missing, a first reference time with the shortest interval to the target time can be located in the historical operating data of each target bus, and a second reference time with the shortest interval to the target time can be located in the current operating data of each other bus.

[0067] S103: Determine the initial congestion assessment parameters of the target bus based on the first instantaneous operating state characteristics of the target bus at the first reference time, wherein the first instantaneous operating state characteristics represent the historical operating state of the target bus at the first reference time.

[0068] It is important to understand that the location of a bus at different times is closely related to its speed. Assuming the bus is not malfunctioning, different road conditions along the route, due to various real-world factors, can lead to different levels of congestion at different times. These congestions will affect the bus's operational status, and thus its speed. Therefore, the instantaneous operational status of a bus can also be used to indicate its speed at a specific moment. Specifically, the bus's speed at the first reference moment can be determined by the distance the bus travels per unit of time.

[0069] Historical operating status is used to indicate the speed of a bus at a specific point in history.

[0070] The process of determining the initial congestion assessment parameters is as follows: Figure 2 As shown, it includes:

[0071] S103-1: For each historical operating data of the same target bus, starting from the first moment of the historical operating data, calculate the displacement between the moment of the historical operating data and its corresponding moment in the current operating data to obtain the first displacement change, until the first reference moment is calculated; based on all the first displacement changes, obtain the time similarity between the current operating data and the historical operating data of the target bus in the time dimension, wherein the first displacement change is negatively correlated with the time similarity.

[0072] It's important to understand that because bus operations follow certain patterns, buses typically travel along predetermined routes. Therefore, for the same bus, the historical trajectory over a given period is crucial for inferring missing operational data. However, even for the same bus, not every historical operational data point can be used to deduce the bus's position at a target time. If an unexpected event occurs during a certain historical period, preventing the bus from following its predetermined route and causing discrepancies in the recorded historical operational data, then in the process of inferring missing operational data based on the bus's historical trajectory, the temporal similarity between the current operational data and the historical operational data must also be considered.

[0073] It should be noted that since the frequency of GPS real-time location collection for the same bus is fixed, each moment in the current operation data will have a corresponding moment in the historical operation data.

[0074] Since, for the same bus, if the location recorded at a certain moment during the current operating period is not far from the location recorded at a similar moment in historical operating data, it means that the current operating data of that bus is similar to that historical operating data. Therefore, the historical operating data can be used to locate the missing data in the current operating data. Thus, time similarity can be expressed by the following formula:

[0075]

[0076] in, This represents the temporal similarity between the current operating data of target bus i and the j-th historical operating data; k represents the k-th moment in the j-th historical operating data. This represents the number of moments contained within the time interval from moment 1 to the first reference moment of the j-th historical operational data. This represents an exponential function with the natural constant e as its base. This represents the first displacement change between the k-th time in the j-th historical operating data and its corresponding 0-th time in the current operating data, where k and 0 have the same value; ∏ represents the cumulative multiplication symbol.

[0077] Displacement is the directed line segment from the position of the target bus at time k to its position at time 0. The change in displacement is used to represent the magnitude of the displacement.

[0078] It should be noted that the specific methods for calculating the displacement and the specific methods for calculating the magnitude of the displacement are technical means well known to those skilled in the art, and will not be described in detail in this embodiment.

[0079] The first displacement change is the magnitude of the displacement of the target bus from its position at time k to its position at time 0.

[0080] S103-2: Calculate the time difference between the first reference time and its adjacent time to obtain the first time interval.

[0081] It should be noted that the adjacent times of the first reference time include the preceding adjacent times and the following adjacent times. If we calculate the time difference between the first reference time and its following adjacent times, we know that according to the time sequence, the first reference time is earlier than the following adjacent times. Therefore, the calculated time difference can be a negative number. In order to avoid the influence of the negative sign, we can take the absolute value of the first time interval.

[0082] S103-3: Calculate the displacement between the first reference time and its adjacent time to obtain the second displacement change.

[0083] The second displacement change is the magnitude of the displacement of the target bus from its position at the first reference time to its position at an adjacent time.

[0084] S103-4: Based on the first time interval and the second displacement change between the first reference time and its adjacent time, determine the congestion characteristic parameters corresponding to the historical operation data, wherein the first time interval is positively correlated with the congestion characteristic parameters and the second displacement change is negatively correlated with the congestion characteristic parameters.

[0085] It should be noted that adjacent moments include both preceding and subsequent adjacent moments.

[0086] In this embodiment, a first congestion characteristic parameter corresponding to the historical operation data is determined based on the time difference and displacement between the first reference time and its preceding adjacent time; a second congestion characteristic parameter corresponding to the historical operation data is determined based on the time difference and displacement between the first reference time and its subsequent adjacent time.

[0087] It should be noted that both the first and second congestion characteristic parameters are congestion characteristic parameters corresponding to historical operational data. Therefore, the specific algorithm for determining the first congestion characteristic parameter is the same as that for determining the second congestion characteristic parameter, only the parameters required for the calculation process are different. Thus, this embodiment uses adjacent time points as examples to illustrate how to determine the first congestion characteristic parameter. The method for determining the second congestion characteristic parameter can refer to the method for determining the first congestion characteristic parameter, and will not be repeated in this embodiment.

[0088] Taking preceding adjacent times as an example, if the interval between the first reference time and its preceding adjacent time is longer, the displacement change of the target bus from the position at the first reference time to the position at the adjacent time is smaller. This indicates that the target bus travels at a slower speed during the time interval between the first reference time and its preceding adjacent time. Therefore, it reflects that there is a greater possibility of congestion on the route traveled by the target bus during this time interval. Thus, the congestion characteristic parameter can be expressed by the following formula:

[0089]

[0090] in, This represents the first congestion characteristic parameter corresponding to the j-th historical operating data of target bus i; This represents the first reference moment in the j-th historical operational data. In the j-th historical operational data The preceding adjacent time; This represents an exponential function with the natural constant e as its base. This indicates that the target bus's historical operating data at the first reference time is represented by the j-th data point. Location to The second displacement change of the position at the preceding adjacent time; | represents taking the absolute value; Indicates the first reference time and Preceding adjacent time The first time interval between them.

[0091] It should be noted that the first reference time and Given that the GPS device periodically collects the bus's location information at adjacent times, the first reference time is... and There must be an interval between them, therefore, the first time interval cannot be 0.

[0092] S103-5: Based on the time similarity between the current operating data and historical operating data of the target bus and the congestion characteristic parameters corresponding to the historical operating data, determine the initial congestion assessment parameters of the target bus. The time similarity and congestion characteristic parameters are positively correlated with the initial congestion assessment parameters.

[0093] In this embodiment, a first initial congestion assessment parameter for the target bus is determined based on time similarity and a first congestion feature parameter corresponding to historical operating data; a second initial congestion assessment parameter for the target bus is determined based on time similarity and a second congestion feature parameter corresponding to historical operating data.

[0094] It should be noted that both the first and second initial congestion assessment parameters are initial congestion assessment parameters for the target bus. Therefore, the specific algorithm for determining the first initial congestion assessment parameter is the same as that for determining the second initial congestion assessment parameter; only the parameters determined in the calculation process differ. Thus, this embodiment uses adjacent time points as examples to illustrate how to determine the first initial congestion assessment parameter. The method for determining the second initial congestion assessment parameter can refer to the method for determining the first initial congestion assessment parameter, and will not be repeated in this embodiment.

[0095] Taking the preceding adjacent time as an example, if the current operating data of the target bus is highly similar to a certain historical operating data, and assuming that the greater the probability of congestion on the route traveled by the target bus during the time interval from the first reference time to its preceding adjacent time in the historical operating data, then the greater the probability of congestion on the route from the target time to its preceding adjacent time in the current operating data. Therefore, the first initial congestion assessment parameter can be expressed by the following formula:

[0096]

[0097] in, N represents the first initial congestion assessment parameter for target bus i; N represents the total amount of historical operating data for target bus i. Where S represents the sum of time similarity between the current operating data of target bus i and each historical operating data; This represents the time similarity between the current operating data of target bus i and the j-th historical operating data. This represents the first congestion characteristic parameter corresponding to the j-th historical operating data of target bus i.

[0098] It should be noted that time similarity is used to represent the similarity between the current operating data and historical operating data of the same target bus i in the time dimension. Since bus operation has certain regularities, there must be a certain degree of time similarity between the current operating data and historical operating data of the same target bus. It cannot be 0, meaning S cannot be 0 either.

[0099] S104: Based on the second instantaneous operating state characteristics of other buses at the second reference time and the initial congestion assessment parameters of the target bus, determine the target congestion assessment parameters of the target bus, wherein the second instantaneous operating state characteristics represent the current operating state of other buses at the second reference time.

[0100] It's important to understand that due to the unpredictability of events, even within the same time period, the traffic conditions for the same target bus can vary significantly. For example, accidents, road collapses, or road closures could occur at the current time, causing congestion and slowing the bus down, thus altering its position compared to historical times. In such cases, relying solely on historical operational data is insufficient to fully predict traffic congestion at the target time. Therefore, it's also necessary to consider the operational status of other buses in the vicinity of the target bus to analyze the traffic congestion situation at that specific time.

[0101] It should be noted that both the first instantaneous operating state feature and the second instantaneous operating state feature can be used to indicate the speed of a bus at a certain moment. However, the buses and times indicated by the first instantaneous operating state feature and the second instantaneous operating state feature are different. The speed of other buses at the second reference moment can be determined by the distance traveled by other buses in a unit of time.

[0102] Current operating status indicates the bus's speed at a given moment.

[0103] The process of determining the target congestion assessment parameters is as follows: Figure 3 As shown, it includes:

[0104] S104-1: For each other bus, calculate the displacement of the target bus between the adjacent times of the target time and the adjacent times of the second reference time of the other buses to obtain the third displacement change between the target bus and other buses; calculate the time difference between the adjacent times of the target time and the adjacent times of the second reference time to obtain the second time interval between the target bus and other buses.

[0105] The third displacement change is the magnitude of the displacement between the position of the target bus at the adjacent time of the target time and the position of other buses at the adjacent time of the second reference time.

[0106] It should be noted that the adjacent times of the target time include the preceding adjacent times and the following adjacent times, and the adjacent times of the second reference time also include the preceding adjacent times and the following adjacent times. In order to accurately infer the traffic congestion situation of the target bus at the target time, the operating status of other buses that are close to the target bus in the time dimension should be analyzed. Therefore, the calculation of the time difference between the adjacent times of the target time and the adjacent times of the second reference time can be divided into two cases: one is to calculate the time difference between the preceding adjacent times of the target time and the preceding adjacent times of the second reference time; the other is to calculate the time difference between the following adjacent times of the target time and the following adjacent times of the second reference time.

[0107] It should be noted that when calculating the time difference between adjacent times of the target time and adjacent times of the second reference time, in actual bus operation scenarios, the adjacent times of the target time may be earlier or later than the adjacent times of the second reference time. Therefore, the calculated time difference may be negative. To avoid the influence of the negative sign, the absolute value of the second time interval can be taken.

[0108] S104-2: Determine the spatial similarity between the target bus and other buses in the spatial dimension based on the third displacement change and the second time interval. The third displacement change and the second time interval are both negatively correlated with the spatial similarity.

[0109] It is important to understand that because different buses have different scheduled routes, the distance between other buses and the target bus at the target time will vary. If a certain other bus is far away from the target bus, the current road conditions of that other bus are not relevant to the target bus. Therefore, in the process of inferring the missing operational data of the target bus based on the operating status of other buses, it is also necessary to consider the spatial similarity between the other buses and the target bus.

[0110] Spatial similarity is used to highlight other buses that are closer to the target bus from among the other buses.

[0111] Taking adjacent moments as an example, for a certain other bus, the longer the time interval between the adjacent moment before the target moment and the adjacent moment before the second reference moment of that other bus, and the greater the distance between them (i.e., the greater the change in third displacement), it indicates that the target bus and the other bus are far apart at the target moment. Therefore, the road conditions near the other bus are not relevant to the target bus. Thus, spatial similarity can be expressed by the following formula:

[0112]

[0113] in, This represents the spatial similarity between target bus i and other buses h; This represents an exponential function with the natural constant e as its base. Indicates the time immediately preceding the target time; This indicates the time immediately preceding the second reference time of other buses; This indicates the time immediately preceding the target time for the target bus. The location of other buses from the second reference time to the adjacent time before the second reference time The third displacement change in position; This indicates the time immediately preceding the target time for the target bus. Adjacent time to other buses before the second reference time The second time interval between.

[0114] S104-3: Calculate the time difference between the second reference time and its adjacent time to obtain the third time interval; calculate the displacement between the second reference time and its adjacent time to determine the fourth displacement change.

[0115] The fourth displacement change is the magnitude of the displacement of other buses from their positions at the second reference time to their positions at adjacent times.

[0116] It should be noted that the adjacent times of the second reference time include the preceding adjacent times and the following adjacent times. If we calculate the time difference between the second reference time and its following adjacent times, we know that according to the time sequence, the second reference time is earlier than the following adjacent times. Therefore, the calculated time difference can be a negative number. In order to avoid the influence of the negative sign, we can take the absolute value of the third time interval.

[0117] S104-4: Based on the third time interval and the fourth displacement change between the second reference time and its adjacent time, determine the congestion characteristic indicators corresponding to other buses. The third time interval is positively correlated with the congestion characteristic indicators, and the fourth displacement change is negatively correlated with the congestion characteristic indicators.

[0118] In this embodiment, based on the time difference and displacement between the second reference time and its preceding adjacent time, the first congestion characteristic index corresponding to other buses is determined; based on the time difference and displacement between the second reference time and its subsequent adjacent time, the second congestion characteristic index corresponding to other buses is determined.

[0119] It should be noted that both the first and second congestion characteristic indicators are congestion characteristic indicators of the target bus. Therefore, the specific algorithm for determining the first congestion characteristic indicator is the same as that for determining the second congestion characteristic indicator. Only the parameters required for the calculation process are different. Therefore, this embodiment uses the preceding adjacent time as an example to illustrate how to determine the first congestion characteristic indicator. The method for determining the second congestion characteristic indicator can refer to the method for determining the first congestion characteristic indicator, and will not be repeated in this embodiment.

[0120] Taking adjacent time points as an example, if the target bus is close to another bus, and assuming that the other bus travels a short distance between its first reference time and its adjacent time point, then the other bus is more likely to be congested during that distance in the current operating data. Therefore, the first congestion characteristic index can be represented by the following formula:

[0121]

[0122] in, This represents the first congestion characteristic parameter corresponding to other bus h; This indicates the second reference time for other buses (h). This indicates the time immediately preceding the second reference time of other buses; This represents an exponential function with the natural constant e as its base. Indicates other buses h at the second reference time. Location to Preceding adjacent time The fourth displacement change of the position; | represents taking the absolute value; Indicates the second reference time and Preceding adjacent time The third time interval between.

[0123] It should be noted that the second reference time and Preceding adjacent time Given that the GPS device periodically collects the bus's location information at adjacent times, the second reference time... and There must be a time interval between them; therefore, the third time interval cannot be zero. It cannot be 0.

[0124] S104-5: Determine the target congestion assessment parameters of the target bus based on the spatial similarity between the target bus and other buses, the initial congestion assessment parameters of the target bus, and the correlation between the congestion characteristic indicators of other buses.

[0125] To accurately determine the target congestion assessment parameters for the target bus, in this embodiment, the difference between the congestion characteristic indicators corresponding to other buses and the initial congestion assessment parameters of the target bus is calculated to determine the first difference. Based on the correlation between the spatial similarity between the target bus and other buses, the first difference, and the initial congestion assessment parameters of the target bus, the target congestion assessment parameters of the target bus are determined. Among these, the spatial similarity, the first difference, and the initial congestion assessment parameters of the target bus are all positively correlated with the target congestion assessment parameters.

[0126] Since adjacent times include preceding and following adjacent times, in this embodiment, the first target congestion assessment parameter of the target bus between the target time and its preceding adjacent time is determined based on the spatial similarity between the target bus and other buses, the first initial congestion assessment parameter of the target bus, and the correlation between the first congestion characteristic indicators corresponding to other buses; the second target congestion assessment parameter of the target bus between the target time and its following adjacent time is determined based on the spatial similarity between the target bus and other buses, the second initial congestion assessment parameter of the target bus, and the correlation between the second congestion characteristic indicators corresponding to other buses.

[0127] It should be noted that both the first and second target congestion assessment parameters are target congestion assessment parameters for the target bus. Therefore, the specific algorithm for determining the first target congestion assessment parameter is the same as that for determining the second target congestion assessment parameter; only the parameters required for the calculation process differ. Thus, this embodiment uses adjacent time points as an example to illustrate how to determine the first target congestion assessment parameter. The method for determining the second target congestion assessment parameter can refer to the method for determining the first target congestion assessment parameter, and will not be repeated in this embodiment. For example, the first target congestion assessment parameter can be expressed as... The second objective congestion assessment parameter can be expressed as: .

[0128] Taking the preceding adjacent time as an example, if the first initial congestion assessment parameter differs significantly from the first congestion characteristic index, it indicates that the initially assessed congestion situation of buses at the target time will differ significantly from the actual congestion situation during the period from the target time to its preceding adjacent time. Therefore, in order to ensure that the final assessed location conforms to the actual road conditions, the degree of correction to the first initial congestion assessment parameter can be increased. Thus, the first target congestion assessment parameter can be expressed by the following formula:

[0129]

[0130] in, represents the first target congestion assessment parameter for target bus i; M represents the total number of other buses besides the target bus. This represents the first congestion characteristic parameter corresponding to other bus h; This represents the first initial congestion assessment parameter for target bus i; This represents the spatial similarity between target bus i and other buses h; , where B represents the sum of spatial similarities between the target bus i and all other buses h; || represents taking the absolute value.

[0131] It should be noted that spatial similarity is used to represent the spatial similarity between the target bus and other buses. Because bus operations follow certain patterns, in urban traffic planning, to ensure that the entire operating area is covered, there are usually no independently operating buses. That is, the target bus will be surrounded by other buses that are relatively close to it. It cannot be 0, that is It cannot be 0.

[0132] S105: Use target congestion assessment parameters to determine the complete location information of the target bus at the target time, and associate the target time and target location information to store it in the traffic database.

[0133] It's important to understand that if there is severe traffic congestion between the target time and its preceding adjacent time, the bus's speed will be significantly reduced, resulting in a slower overall movement. In this case, when inferring the target bus's location at the target time, the impact of traffic congestion on the target bus's speed needs to be considered. When the congestion is severe, the bus's speed decreases, and the distance the target bus travels per unit time is reduced. Therefore, compared to its location at the subsequent adjacent time, the target bus's location at the target time will be closer to its location at the preceding adjacent time.

[0134] The process of completing the location information determination is as follows: Figure 4 As shown, it includes:

[0135] S105-1: Based on the first target congestion assessment parameters and the time difference between the target time of the target bus and its preceding adjacent time, determine the first distance weight, wherein the first target congestion assessment parameters are positively correlated with the first distance weight, and the time difference between the target time and its preceding adjacent time is negatively correlated with the first distance weight.

[0136] Since buses travel slower when the time interval between the target time and its preceding adjacent time is long and the congestion is severe, the target bus is closer to its preceding adjacent time at the target time. Therefore, the first distance weight can be expressed by the following formula:

[0137]

[0138] in, Indicates the first distance weight; This represents the second target congestion assessment parameter for target bus i; This represents an exponential function with the natural constant e as its base. Indicates the target time for target bus i; The time immediately preceding the target time.

[0139] S105-2: Based on the second target congestion assessment parameters and the time difference between the target time of the target bus and its subsequent adjacent time, determine the second distance weight, wherein the second target congestion assessment parameters are positively correlated with the second distance weight, and the time difference between the target time and its subsequent adjacent time is negatively correlated with the second distance weight.

[0140] Since the bus travels slower when the time interval between the target time and its subsequent adjacent time is long and the congestion is severe, the target bus is closer to its subsequent adjacent time at the target time. Therefore, the second distance weight can be expressed by the following formula:

[0141]

[0142] in, Indicates the second distance weight; This represents the second target congestion assessment parameter for target bus i; This represents an exponential function with the natural constant e as its base. Indicates the target time for target bus i; The time immediately following the target time.

[0143] S105-3: Based on the first distance weight and the second distance weight, determine the corresponding first weight ratio and second weight ratio, wherein the first weight ratio is used to weight the position information of the preceding adjacent time of the target time, and the second weight ratio is used to weight the position information of the following adjacent time of the target time.

[0144] S105-4: Perform a weighted summation of the position information of the preceding and following adjacent times of the target time to obtain the complete position information of the target bus at the target time.

[0145] Since severe traffic congestion between the target time and its preceding adjacent time will significantly slow down the bus's speed, the target bus's position at the target time will be closer to its position at the preceding adjacent time. Therefore, the completed position information can be represented by the following formula:

[0146]

[0147] in, Indicates the first weighting ratio; Indicates the second weighting ratio; This indicates the location information of the target bus at the time immediately preceding the target time. This indicates the location information of the target bus at the time immediately following the target time. This indicates the complete location information of the target bus at the target time.

[0148] In this embodiment, after determining the complete location information for the target time, the target time and the corresponding complete location information are inserted into the current operation data of the target bus, and the current operation data is updated in real time in the traffic database. This provides reliable information support for traffic management departments, helps optimize bus scheduling, improves operational efficiency, and provides data basis for future land spatial planning and traffic planning decisions.

[0149] An embodiment of the present invention provides a system for constructing a land spatial planning database. The system includes a memory, a processor, and a computer program stored in the memory and running on the processor. When the processor executes the computer program, it implements a method for constructing a land spatial planning database disclosed in an embodiment of the present invention.

[0150] One embodiment of the present invention provides a computer-readable storage medium storing computer-executable instructions, which, when executed, are used to implement a method for constructing a land spatial planning database.

[0151] It should be noted that the order of the above embodiments of the present invention is merely for descriptive purposes and does not represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0152] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

Claims

1. A method for constructing a land spatial planning database, characterized in that, The method includes: Access the traffic database to obtain the current operating data of multiple buses and the operating data of multiple historical time periods. The operating data includes the location information corresponding to multiple times in chronological order. Determine the target time when the missing information occurs and the corresponding target bus; determine the first reference time of the target time with the shortest interval in the historical operating data of the target bus, and the second reference time of the target time with the shortest interval in the current operating data of other buses; For each historical operating data of the same target bus, calculate the first displacement change between its corresponding position and the current operating data from the start time to the first reference time. Obtain the time similarity based on all first displacement changes, where the first displacement change is negatively correlated with the time similarity. Based on the first time interval and the second displacement change between the first reference time and its preceding adjacent time, the first congestion characteristic parameter is determined, wherein the first time interval is positively correlated with the first congestion characteristic parameter, and the second displacement change is negatively correlated with the first congestion characteristic parameter. Based on the first time interval and the second displacement change between the first reference time and its subsequent adjacent time, the second congestion characteristic parameter is determined, wherein the first time interval is positively correlated with the second congestion characteristic parameter, and the second displacement change is negatively correlated with the second congestion characteristic parameter. Based on time similarity and the first congestion feature parameter, a first initial congestion assessment parameter is determined; based on time similarity and the second congestion feature parameter, a second initial congestion assessment parameter is determined. Based on the second instantaneous operating state characteristics of other buses at the second reference time and the initial congestion assessment parameters of the target bus, the target congestion assessment parameters of the target bus are determined, wherein the second instantaneous operating state characteristics represent the current operating state of other buses at the second reference time. The target congestion assessment parameters are used to determine the complete location information of the target bus at the target time, and the target time and target location information are associated and stored in the traffic database.

2. The method for constructing a land spatial planning database according to claim 1, characterized in that, The process of determining the target time and the corresponding target bus includes: For each bus, if the time interval between consecutive moments in the current bus operation data exceeds a preset time interval threshold, it is determined that there is a missing moment at that time interval, and the missing target moment is located. Obtain the target bus for which data is missing at the target time.

3. The method for constructing a land spatial planning database according to claim 1, characterized in that, The process for determining the target congestion assessment parameters includes: For each other bus, calculate the displacement of the target bus between the adjacent times of the target time and the adjacent times of the second reference time of the other buses to obtain the third displacement change between the target bus and other buses; calculate the time difference between the adjacent times of the target time and the adjacent times of the second reference time to obtain the second time interval between the target bus and other buses. Based on the third displacement change and the second time interval, the spatial similarity between the target bus and other buses in the spatial dimension is determined, wherein the third displacement change and the second time interval are both negatively correlated with the spatial similarity. Calculate the time difference between the second reference time and its adjacent time to obtain the third time interval; calculate the displacement between the second reference time and its adjacent time to determine the fourth displacement change. Based on the third time interval and the fourth displacement change between the second reference time and its adjacent time, the congestion characteristic indicators corresponding to other buses are determined, wherein the third time interval is positively correlated with the congestion characteristic indicators, and the fourth displacement change is negatively correlated with the congestion characteristic indicators; The target congestion assessment parameters of the target bus are determined based on the spatial similarity between the target bus and other buses, the initial congestion assessment parameters of the target bus, and the correlation between the congestion characteristic indicators of other buses.

4. The method for constructing a land spatial planning database according to claim 3, characterized in that, The process for determining the target congestion assessment parameters includes: Calculate the difference between the congestion characteristic index corresponding to other buses and the initial congestion assessment parameters of the target bus, and determine the first difference; Based on the correlation between the spatial similarity between the target bus and other buses, the first difference, and the initial congestion assessment parameters of the target bus, the target congestion assessment parameters of the target bus are determined, wherein the spatial similarity, the first difference, and the initial congestion assessment parameters of the target bus are all positively correlated with the target congestion assessment parameters.

5. The method for constructing a land spatial planning database according to claim 3, characterized in that, The process for determining the target congestion assessment parameters includes: Based on the time difference and displacement between the second reference time and its preceding adjacent time, the first congestion characteristic index corresponding to other buses is determined; based on the time difference and displacement between the second reference time and its subsequent adjacent time, the second congestion characteristic index corresponding to other buses is determined. Based on the spatial similarity between the target bus and other buses, the first initial congestion assessment parameters of the target bus, and the correlation between the first congestion characteristic indicators of other buses, the first target congestion assessment parameters of the target bus at the target time and its preceding adjacent time are determined. Based on the spatial similarity between the target bus and other buses, the second initial congestion assessment parameters of the target bus, and the correlation between the second congestion characteristic indicators of other buses, the second target congestion assessment parameters of the target bus at the target time and its subsequent adjacent time are determined.

6. The method for constructing a land spatial planning database according to claim 5, characterized in that, The process of determining the completed location information includes: Based on the first target congestion assessment parameters and the time difference between the target time of the target bus and its preceding adjacent time, a first distance weight is determined, wherein the first target congestion assessment parameters are positively correlated with the first distance weight, and the time difference between the target time and its preceding adjacent time is negatively correlated with the first distance weight; Based on the second target congestion assessment parameters and the time difference between the target time of the target bus and its subsequent adjacent time, a second distance weight is determined. The second target congestion assessment parameters are positively correlated with the second distance weight, and the time difference between the target time and its subsequent adjacent time is negatively correlated with the second distance weight. The sum of the first distance weight and the second distance weight is 1. Based on the first distance weight and the second distance weight, the position information of the preceding adjacent time and the following adjacent time of the target time are weighted and summed to obtain the complete position information of the target bus at the target time.

7. A system for constructing a land spatial planning database, characterized in that, The system includes a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of the method as described in any one of claims 1 to 6.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed, are used to implement the method as described in any one of claims 1-6.

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