Traffic connection method and device

Abstract

The invention relates to the technical field of traffic connection, and provides a traffic connection method and device. The method comprises the following steps: constructing an interested dot matrix area by taking a public transport station in a target area as a center; determining a shared bicycle demand area corresponding to the interested dot matrix area and a shared bicycle stock in the shared bicycle demand area based on the tidal change of the road load in the interested dot matrix area; and generating a traffic connection scheme from the public traffic station to the destination based on the shared bicycle stock. According to the method and the device, the shared bicycle resources can be accurately judged, a large amount of equipment cost does not need to be consumed, the traffic connection scheme can be accurately generated at low cost, and the commuting quality is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of traffic connection, in particular to a traffic connection method and device. BACKGROUND

[0002] With the development of composite traffic system, people's daily travel is no longer limited to a single traffic tool and travel mode. Based on cost, convenience and efficiency, many people will use a combination of different traffic modes for travel, such as when facing congestion or a long distance, completing the main commuting route by subway or bus, and completing the remaining commuting route by shared bicycles when going to and leaving the subway or bus.

[0003] The consumption of shared bicycle resources often has many uncertainties, resulting in the problem that people often cannot meet their needs when they need shared bicycles for traffic connection. The existing method can analyze shared bicycle resources through big data to determine the deployment strategy of shared bicycles to meet people's connection needs. However, this method needs to analyze shared bicycle resources through precise data, which requires a large amount of equipment cost. On the other hand, it cannot respond to traffic changes caused by many uncertain factors such as weather, time period, holidays and traffic control in real time to adjust the judgment of shared bicycle resources, so the judgment of shared bicycle resources is not accurate.

[0004] In summary, the current method cannot accurately judge shared bicycle resources and requires a large amount of equipment cost, so it is difficult to accurately generate a traffic connection scheme at low cost and ensure commuting quality. SUMMARY

[0005] The embodiments of the present application provide a traffic connection method and device to solve the technical problem that the current method cannot accurately judge shared bicycle resources and requires a large amount of equipment cost, so it is difficult to accurately generate a traffic connection scheme at low cost and ensure commuting quality.

[0006] In a first aspect, the embodiments of the present application provide a traffic connection method, comprising: constructing a point-of-interest array region centered on a public transportation station in a target region; determining a shared bicycle demand region corresponding to the point-of-interest array region and a shared bicycle inventory in the shared bicycle demand region based on the tidal changes of road load in the point-of-interest array region; generating a traffic connection scheme from the public transportation station to a destination based on the shared bicycle inventory.

[0007] In one embodiment, the determining the shared bicycle demand area corresponding to the point array area of interest and the shared bicycle inventory in the shared bicycle demand area based on the tidal changes of road load in the point array area of interest comprises: collecting a first average vehicle speed of a main road merging point, a second average vehicle speed of a secondary road merging point and a third average vehicle speed of a target sampling point in the point array area of interest for multiple times; the target sampling point is a sampling point on the main road and the secondary road with the point of interest; generating a first vehicle speed drop curve of the main road merging point based on the first average vehicle speed collected for multiple times; generating a second vehicle speed drop curve of the secondary road merging point based on the second average vehicle speed collected for multiple times; generating a third vehicle speed drop curve of the point array area of interest based on the third average vehicle speed collected for multiple times; determining the tidal change scenario of road load in the point array area of interest based on the relationship among the first vehicle speed drop curve, the second vehicle speed drop curve and the third vehicle speed drop curve; screening a target point array area of interest with the tidal change scenario being a traffic flow convergence scenario from at least one of the point array areas of interest; determining the shared bicycle demand area corresponding to the target point array area of interest and the shared bicycle inventory in the shared bicycle demand area.

[0008] In one embodiment, the determining the tidal change scenario of road load in the point array area of interest based on the relationship among the first vehicle speed drop curve, the second vehicle speed drop curve and the third vehicle speed drop curve comprises: when the third vehicle speed drop curve pulls down the second vehicle speed drop curve, determining that the tidal change scenario is a traffic flow convergence scenario; when the first vehicle speed drop curve pulls down the third vehicle speed drop curve, determining that the tidal change scenario is a traffic flow dispersion scenario.

[0009] In one embodiment, the determining the shared bicycle demand area corresponding to the target point array area of interest and the shared bicycle inventory in the shared bicycle demand area comprises: constructing an irregular convex polygon surrounding the target point array area of interest; extending the irregular convex polygon outward to obtain an extended convex polygon; taking a public transportation station in the target point array area of interest as a center and drawing a first circular area with a first preset radius; eliminating the first circular area from the extended convex polygon to obtain the shared bicycle demand area corresponding to the target point array area of interest. determining a shared bicycle inventory in the shared bicycle demand area based on a shared bicycle initial amount in the shared bicycle demand area and a shared bicycle consumption rate in different time intervals.

[0010] In one embodiment, the generating a traffic connection scheme from the public transportation station to the destination based on the shared bicycle inventory comprises: after determining a target public transportation station in the target area, generating a walking route from the target public transportation station to the destination and obtaining a first walking time of the walking route; the target public transportation station is a public transportation station where the user is located or a public transportation station selected by the user; setting a shared bicycle value minimum critical point on the walking route; a distance between the value minimum critical point and the destination is a preset distance; drawing a second circular area with the target public transportation station as a center and a distance between the center and the value minimum critical point as a radius; when the shared bicycle inventory in the shared bicycle demand area corresponding to the target public transportation station is greater than zero, searching for a shared bicycle location point in an intersection area of the second circular area and the shared bicycle demand area corresponding to the target public transportation station; obtaining a second walking time between the target public transportation station and the shared bicycle location point and a riding time between the shared bicycle location point and the destination, and adding the second walking time and the riding time to obtain a connection time; selecting a shortest connection time from at least one connection time corresponding to the shared bicycle location point; if the shortest connection time is less than the first walking time, determining a connection scheme corresponding to the shortest connection time as a final traffic connection scheme; if the shortest connection time is greater than or equal to the first walking time, determining a connection scheme corresponding to the first walking time as a final traffic connection scheme.

[0011] In one embodiment, the generating a traffic connection scheme from the public transportation station to the destination based on the shared bicycle inventory comprises: when a target public transportation station in the target area is not determined, obtaining a shortest time scheme from a current location point of the user to the destination generated by a third-party map; the shortest time scheme comprises a bus scheme from the current location point to a public transportation station in the target area and a walking scheme from the public transportation station to the destination; drawing a third circular area with the destination as a center and a second preset radius; If there is a public transport station in the target area in the third circular area, after determining the public transport station in the third circular area as the target public transport station, returning to the step of generating a walking route from the target public transport station to the destination and obtaining the first walking time of the walking route when the target public transport station in the target area is determined, until the final traffic connection scheme is determined, and the final traffic connection scheme with the shortest time is screened out; If there is no public transport station in the target area in the third circular area, after determining the public transport station corresponding to the shortest time scheme as the target public transport station, returning to the step of generating a walking route from the target public transport station to the destination and obtaining the first walking time of the walking route when the target public transport station in the target area is determined, until the final traffic connection scheme is determined.

[0012] In a second aspect, the embodiments of the present application provide a traffic connection device, comprising: The point array area construction module is configured to: construct a point array area of interest with a public transport station in a target area as the center; The shared bicycle demand and inventory determination module is configured to: determine a shared bicycle demand area corresponding to the point array area of interest and a shared bicycle inventory in the shared bicycle demand area based on tidal changes of road load in the point array area of interest; The traffic connection scheme determination module is configured to: generate a traffic connection scheme from the public transport station to a destination based on the shared bicycle inventory.

[0013] In a third aspect, the embodiments of the present application provide an electronic device, comprising a processor and a memory storing a computer program, and the processor implements the steps of the traffic connection method of the first aspect when executing the program.

[0014] In a fourth aspect, the embodiments of the present application provide a computer program product, comprising a computer program, and the computer program implements the steps of the traffic connection method of the first aspect when executed by a processor.

[0015] In a fifth aspect, the embodiments of the present application provide a non-transitory computer readable storage medium, comprising a computer program, and the computer program implements the steps of the traffic connection method of the first aspect when executed by a processor.

[0016] The traffic connection method and device provided in the application take a public transport station in a target area as a center to construct a point array area of interest, determine a shared bicycle demand area corresponding to the point array area of interest and a shared bicycle inventory in the shared bicycle demand area based on a tidal change of road load in the point array area of interest of the shared bicycle demand area, and generate a traffic connection scheme from the public transport station to a destination based on the shared bicycle inventory. In one aspect, the tidal change can be directly obtained from road load data uploaded by a car terminal on the road, so that the shared bicycle resource is judged without additional equipment, thereby saving equipment cost. In another aspect, the shared bicycle demand area corresponding to the point array area of interest of the shared bicycle demand area and the shared bicycle inventory inside the shared bicycle demand area are determined based on the tidal change of road load in the point array area of interest, so that the use of the shared bicycle resource in the surrounding area of the public transport station under traffic changes caused by various uncertain factors can be accurately reflected, the use of the shared bicycle resource can be adaptively matched with the current traffic connection demand, the judgment of the shared bicycle resource can be adjusted in real time, and accurate judgment of the shared bicycle resource is realized. In summary, the application can accurately judge the shared bicycle resource without consuming a large amount of equipment cost, accurately generate a traffic connection scheme at low cost, and ensure commuting quality. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0018] Figure 1 is one of the flowcharts of the traffic connection method provided by the embodiments of the application; Figure 2 is the second flowchart of the traffic connection method provided by the embodiments of the application; Figure 3 is the first curve comparison diagram of the traffic connection method provided by the embodiments of the application; Figure 4 is the second curve comparison diagram of the traffic connection method provided by the embodiments of the application; Figure 5 is the third flowchart of the traffic connection method provided by the embodiments of the application; Figure 6 is the fourth flowchart of the traffic connection method provided by the embodiments of the application; Figure 7 is the structural schematic diagram of the traffic connection device provided by the embodiments of the application; Figure 8FIG. 1 is a structural schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0019] For the purpose, technical solutions and advantages of the present application to be clearer, the technical solutions in the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0020] Figure 1 FIG. 1 is a structural schematic diagram of an electronic device provided by an embodiment of the present application. Figure 1 The embodiment of the present application provides a traffic connection method, which can include the following steps. 101, constructing a point-of-interest array region with a public transportation station in a target region as a center; 102, determining a shared bicycle demand region corresponding to the point-of-interest array region and a shared bicycle stock in the shared bicycle demand region based on a tidal change of road load in the point-of-interest array region; 103, generating a traffic connection scheme from the public transportation station to a destination based on the shared bicycle stock.

[0021] In step 101, the area of the target region needs to be as large as possible to include multiple commuting demands and different regions in city design, such as residential areas, office areas, entertainment areas, etc., and also to include different road structures, such as ring expressways, main roads, auxiliary roads, etc., to facilitate subsequent judgment of the tidal change of road load. The public transportation station can be a stop station of a public transportation tool such as a bus station or a subway station. When constructing the point-of-interest array region, if the distance between two public transportation stations is less than a certain threshold, it can be determined that the distance between the two public transportation stations is very close, and then the point-of-interest array regions corresponding to the two public transportation stations are merged, and the two public transportation stations are regarded as the same public transportation station.

[0022] In step 102, the tidal change of road load refers to the directional aggravation of road load, which can be caused by factors such as commuting, weather, activities, festivals, etc. When the road load has a tidal change, the shared bicycle resources will also have a directional consumption or increase. In the case of directional consumption, it can cause that a user cannot match a suitable shared bicycle when needing to use the shared bicycle resources for traffic connection, and thus it is necessary to analyze the use of shared bicycle resources according to the tidal change of road load to determine the shared bicycle stock.

[0023] The traffic connection method provided by the embodiment takes a public transport station in a target area as a center to construct a point array region of interest, determines a shared bicycle demand region corresponding to the point array region of interest and a shared bicycle stock in the shared bicycle demand region based on a tidal change of road load in the point array region of interest, and generates a traffic connection scheme from the public transport station to a destination based on the shared bicycle stock. In one aspect, the tidal change can be directly obtained from road load data uploaded by a car terminal on the road, so that the shared bicycle resource is judged without additional equipment, thereby saving equipment cost. In another aspect, the shared bicycle demand region corresponding to the point array region of interest and the shared bicycle stock in the shared bicycle demand region are determined based on the tidal change of road load in the point array region of interest, so that the use of the shared bicycle resource in the surrounding area of the public transport station under traffic changes caused by various uncertain factors can be accurately reflected, the use of the shared bicycle resource is adaptively matched with the current traffic connection demand, the judgment of the shared bicycle resource is adjusted in real time, and accurate judgment of the shared bicycle resource is realized. In summary, the embodiment can accurately judge the shared bicycle resource without consuming a large amount of equipment cost, accurately generate a traffic connection scheme at low cost, and thereby ensure commuting quality.

[0024] Figure 2 FIG. 2 is a flowchart of a traffic connection method provided by an embodiment of the application. Referring to FIG. 2, Figure 2 In one embodiment, determining the shared bicycle demand region corresponding to the point array region of interest and the shared bicycle stock in the shared bicycle demand region based on the tidal change of road load in the point array region of interest can include: 201, collecting a first average speed of a main road merging point, a second average speed of an auxiliary road merging point, and a third average speed of a target sampling point in the point array region of interest multiple times; The target sampling point is a sampling point on the main road and the auxiliary road with the point of interest; 202, generating a first speed drop curve of the main road merging point based on the first average speed collected multiple times; 203, generating a second speed drop curve of the auxiliary road merging point based on the second average speed collected multiple times; 204, generating a third speed drop curve of the point array region of interest based on the third average speed collected multiple times; 205, determining a tidal change scenario of road load in the point array region of interest based on a relationship among the first speed drop curve, the second speed drop curve, and the third speed drop curve; 206, screening a target point array region of interest with a traffic flow convergence scenario from at least one point array region of interest; and 207、determining the shared bicycle demand area corresponding to the target point array area and the shared bicycle stock in the shared bicycle demand area.

[0025] In step 201, data collection can be performed on two types of sampling areas to analyze the tidal changes of road load. The first type is the main road and auxiliary road junctions in the point array area, and the second type is the main road and auxiliary road with points of interest in the point array area. The target sampling points can be determined according to the number of points of interest on the main road or auxiliary road in a certain proportion. For example, there are 10 points of interest on main road A and 5 points of interest on main road B. Then 20 target sampling points can be determined on main road A according to a 2-fold proportion, and 10 target sampling points can be determined on main road B according to a 2-fold proportion. The same applies to auxiliary roads, which will not be described here.

[0026] In this embodiment, when the road load appears tidal changes, congestion will occur in each sampling area, which is manifested as a decrease in the average speed of each sampling area. Therefore, the average speed of each sampling area can be collected multiple times until the average speed decreases to the speed threshold and the average speed decreases at a rate greater than the decline rate threshold, indicating that the sampling area is congested and the road load appears tidal changes.

[0027] It should be noted that the average speed of the main road junction, the auxiliary road junction and the target sampling point can be obtained through the third-party map API.

[0028] In steps 202 to 204, it is assumed that the main road junction, the auxiliary road junction and the target sampling point are congested at 8:30 in the morning. Then the average speed of the main road junction, the average speed of the auxiliary road junction and the average speed of the target sampling point can be collected at 8:40, 8:50 and 9:00, and the average speed collected at 8:30 can be used to generate the first speed decline curve of the main road junction, the second speed decline curve of the auxiliary road junction and the third speed decline curve of the target sampling point.

[0029] It should be noted that the target sampling points are usually widely distributed on the main road and auxiliary road of the point array area. The average speed collected at these target sampling points can fully represent the average speed of the entire point array area. Therefore, the third speed decline curve of the target sampling point is also the third speed decline curve of the point array area.

[0030] Based on the second speed decline curve and the third speed decline curve, a first curve comparison chart is generated, as shown in Figure 3 Based on the first speed decline curve and the third speed decline curve, a second curve comparison chart is generated, as shown in Figure 4 Figure 3 Figure 4 The vertical axis unit is kilometers per hour.​​

[0031] In steps 206 to 207, when the tidal variation scenario is the vehicle flow converging scenario, it indicates that a large number of users take public transportation to enter the point array region of interest, at this time, the users generate a demand for traffic connection after getting off the public transportation station, which meets the traffic connection scenario, therefore, the point array region of interest corresponding to the vehicle flow converging scenario is selected as the target point array region of interest, and the shared bicycle demand region and the shared bicycle inventory inside the shared bicycle demand region are determined.

[0032] In this embodiment, the average vehicle speed of the vehicle flow key region in the point array region of interest is sampled first, and the vehicle speed drop curves of the main road merging point, the auxiliary road merging point and the point array region of interest are generated, and then according to the relationship between the vehicle speed drop curves, the tidal variation scenario of the road load in the point array region of interest can be accurately determined, and the target point array region of interest meeting the traffic connection scenario is screened out, so that the shared bicycle demand region and the shared bicycle inventory meeting the actual demand scenario of the user can be determined based on the target point array region of interest, which is helpful to provide accurate traffic connection scheme for the user subsequently.

[0033] In one embodiment, based on the relationship between the first vehicle speed drop curve, the second vehicle speed drop curve and the third vehicle speed drop curve, the tidal variation scenario of the road load in the point array region of interest can include: 1. When the third vehicle speed drop curve pulls down the second vehicle speed drop curve, it is determined that the tidal variation scenario is the vehicle flow converging scenario. 2. When the first vehicle speed drop curve pulls down the third vehicle speed drop curve, it is determined that the tidal variation scenario is the vehicle flow dispersing scenario.

[0034] Referring to Figure 3 In the former period of time, the third vehicle speed drop curve is located below the second vehicle speed drop curve, that is, the average vehicle speed of the point array region of interest is lower than the average vehicle speed of the auxiliary road merging point, and in the latter period of time, the third vehicle speed drop curve is located above the second vehicle speed drop curve, that is, the average vehicle speed of the point array region of interest is faster than the average vehicle speed of the auxiliary road merging point, then it is indicated that the third vehicle speed drop curve in the former period of time has a pulling down effect on the second vehicle speed drop curve, that is, the congestion of the point array region of interest drives the congestion of the auxiliary road merging point, and it can be determined that the tidal variation scenario at this time is the vehicle flow converging scenario. Referring to Figure 4In the former period, the first speed drop curve is located below the third speed drop curve, that is, the average speed of the main road merging point is lower than the average speed of the point array region of interest, and in the latter period, the first speed drop curve is located above the third speed drop curve, that is, the average speed of the main road merging point is faster than the average speed of the point array region of interest, which indicates that the first speed drop curve in the former period has a pulling effect on the third speed drop curve, that is, the congestion of the main road merging point drives the congestion of the point array region of interest, and it can be determined that the tidal change scene is a traffic dispersion scene.

[0035] The first speed curve and the second speed curve are compared with the third speed curve respectively in the embodiment, so that the traffic convergence scene and the traffic dispersion scene can be quickly identified according to the comparison of the average speed of each other with time.

[0036] Figure 5 Fig. 3 is a flowchart of a traffic connection method provided by the embodiment of the application. Referring to Fig. 3, Figure 5 In an embodiment, determining the shared bicycle demand area corresponding to the target point array region of interest and the shared bicycle inventory in the shared bicycle demand area can include: 501, constructing an irregular convex polygon surrounding the target point array region of interest; 502, extending the irregular convex polygon outward to obtain an extended convex polygon; 503, taking a public transportation station in the target point array region of interest as the center and drawing a first circular area with a first preset radius; 504, removing the first circular area from the extended convex polygon to obtain the shared bicycle demand area corresponding to the target point array region of interest; 505, determining the shared bicycle inventory in the shared bicycle demand area based on the initial amount of shared bicycles in the shared bicycle demand area and the consumption rate of shared bicycles in different time intervals.

[0037] In step 502, the range of extending the irregular convex polygon outward can be set according to actual needs, which is not limited here. In the embodiment, the irregular convex polygon can be extended outward by 3 kilometers.

[0038] In steps 503 to 504, the first preset radius can be set to 100 meters. The first circular area drawn in this way can be considered as the walking coverage area of the user, and outside this area, shared bicycles are needed for traffic connection. Therefore, the first circular area is removed from the extended convex polygon to obtain the shared bicycle demand area.

[0039] In step 505, according to the general scheduling principle of shared bicycle resources, the number of shared bicycles will be initialized at a fixed time every day, so that each day can be divided into a tidal phase and a silent phase, the tidal phase includes a time period during which a vehicle flow converging scenario lasts and a time period during which a vehicle flow dispersing scenario lasts, and the remaining time period is the silent phase.

[0040] In the time period during which the vehicle flow converging scenario lasts, shared bicycles are in a consumption state because users arrive at a public transportation site by public transportation and then get off the public transportation, in the time period during which the vehicle flow dispersing scenario lasts, shared bicycles are in an increase state because users arrive at a public transportation site by shared bicycles and then get off the public transportation site by public transportation, and in the silent phase, it is assumed that the consumption and increase of shared bicycles are in a balanced state.

[0041] In each silent phase, the number of shared bicycles is obtained at a specific time interval, and an average value is taken as the initial number of shared bicycles in the next tidal phase after the silent phase.

[0042] It is assumed that the initial number of shared bicycles in a shared bicycle demand area is n, at this time, the shared bicycle demand area is in a vehicle flow converging scenario, so shared bicycles are in a consumption state, according to the decline rate of the third average speed in the time period during which the vehicle flow converging scenario lasts, a plurality of decline time intervals are demarcated, each decline time interval corresponds to a decline rate of the third average speed, because different decline rates of the third average speed correspond to different consumption rates of shared bicycles at this time, the plurality of decline time intervals can be simultaneously confirmed as a plurality of consumption time intervals of shared bicycles, it is assumed that there are three consumption time intervals between the initial time of the vehicle flow converging scenario and the current time, the first consumption time interval is t1, the consumption rate of shared bicycles in this interval is m1, the second consumption time interval is t2, the consumption rate of shared bicycles in this interval is m2, and the third consumption time interval is t3, the consumption rate of shared bicycles in this interval is m3, then the inventory K1 of shared bicycles in the shared bicycle demand area at the current time is: K1= n - (m1 * t1) - (m2 * t2) - (m3 * t3); Since the traffic flow gathering scene at the current time may turn into a traffic flow dispersion scene at the next time, when K becomes 0 at a certain time, it is necessary to determine whether the next time of the time is still in the traffic flow gathering scene, if yes, K remains 0, if not, K is set to n again, since the different decreasing rates of the third average vehicle speed correspond to different increasing rates of the shared bicycles at this time, therefore, the plurality of decreasing time intervals can be confirmed as a plurality of increasing time intervals of the shared bicycles synchronously, assuming that there are three increasing time intervals between the initial time and the subsequent time of the traffic flow dispersion scene, the first increasing time interval is t4, the increasing rate of the shared bicycle in the interval is m4, the second increasing time interval is t5, the increasing rate of the shared bicycle in the interval is m5, and the third increasing time interval is t6, the increasing rate of the shared bicycle in the interval is m6, then the shared bicycle inventory K2 in the shared bicycle demand area at the subsequent time is: K2= n + (m4 * t4) + (m5 *t5) + (m6 * t6); The embodiment constructs and expands the irregular convex polygon surrounding the target point array region of interest, so that the expanded convex polygon not only covers the entire area with traffic connection demand, but also widens the selectable area of the shared bicycle resources, and sets a certain area redundancy for subsequent demarcation of the shared bicycle demand area; then the area covered by the user walking is removed in the expanded convex polygon, so as to accurately obtain the shared bicycle demand area, and then the initial amount of shared bicycles in the traffic flow dispersion scene is determined according to the division of the silent stage and the tidal stage in a day, and the decreasing rate of the third average vehicle speed in the shared bicycle demand area is used to divide the time interval, and the interval is confirmed as the consumption time interval of the shared bicycle, so that the shared bicycle inventory in the shared bicycle demand area at the current time can be accurately obtained according to the initial amount of shared bicycles and the consumption rate of shared bicycles in each consumption time interval.

[0043] Figure 6 is a fourth flowchart of the traffic connection method provided by the embodiment of the application. Refer to Figure 6 In one embodiment, based on the shared bicycle inventory, a traffic connection scheme from the public transportation station to the destination can include: 601. When the target public transportation station in the target area is determined, a walking route from the target public transportation station to the destination is generated, and a first walking time of the walking route is obtained; The target public transportation station is the public transportation station where the user is located or the public transportation station selected by the user; 602. A value minimum critical point of the shared bicycle is set on the walking route; The distance between the value minimum critical point and the destination is a preset distance; 603. Delineate a second circular area with the target public transportation station as the center and the distance between the center and the minimum value critical point as the radius; 604. When the number of shared bicycles in the shared bicycle demand area corresponding to the target public transportation station is greater than zero, search for shared bicycle locations in the intersection area of ​​the second circular area and the shared bicycle demand area corresponding to the target public transportation station. 605. Obtain the second walking time between the target public transportation station and the shared bicycle location, and the riding time between the shared bicycle location and the destination. Sum the second walking time and the riding time to obtain the connection time. 606. Select the shortest connection time from the connection times corresponding to at least one shared bicycle location; 607. If the shortest connection time is less than the first walking time, then the connection plan corresponding to the shortest connection time shall be determined as the final transportation connection plan. 608. If the shortest connection time is greater than or equal to the first walking time, then the connection scheme corresponding to the first walking time shall be determined as the final transportation connection scheme. 609. When the target public transportation station within the target area is not determined, obtain the shortest travel time from the user's current location to the destination generated by a third-party map. The shortest time options include bus routes from the current location to public transportation stops within the target area and walking routes from public transportation stops to the destination; 610. Using the destination as the center, define a third circular area with a second preset radius; 611. If there is a public transportation station in the target area within the third circular area, then after determining the public transportation station in the third circular area as the target public transportation station, return to step 601. 612. When multiple final transportation connection plans are obtained, select the final transportation connection plan with the shortest time. 613. If there is no public transportation station in the target area within the third circular area, then after determining the public transportation station corresponding to the shortest time plan as the target public transportation station, return to step 601 until the final transportation connection plan is obtained.

[0044] In step 601, the system can automatically identify a public transportation station as the target public transportation station when the user has arrived at the target area, or it can automatically identify the public transportation station selected by the user as the target public transportation station.

[0045] In steps 602-603, the preset distance can be set according to actual conditions, which is not limited here. In the embodiment, the preset distance can be set to 200 meters, that is, when the shared bicycle is located at a position 200 meters away from the destination, it is meaningless to ride the shared bicycle to the destination from the position because the distance is too short. Therefore, the area 200 meters away from the destination is selected as the searchable area of the shared bicycle.

[0046] In step 604, the intersection area is obtained by excluding the walking coverage area of the user from the target public transportation station and the area too close to the destination, so that the shared bicycle position point meeting the actual demand can be more accurately searched.

[0047] In step 605, the transfer time of the walking + riding transfer scheme from the target public transportation station to the destination is calculated.

[0048] In step 606, since multiple shared bicycle position points can be searched, multiple transfer times of the walking + riding transfer scheme from the target public transportation station to the destination can be obtained, and the shortest transfer time is selected.

[0049] In steps 607-608, the relationship between the shortest transfer time of the walking + riding transfer scheme and the transfer time of the walking transfer scheme is compared, and the transfer scheme corresponding to the shorter transfer time is selected as the final transfer scheme.

[0050] In step 609, when the user has not arrived at the public transportation station in the target area and has not selected any public transportation station, the shortest time scheme from the current position of the user to the destination can be obtained through the third-party map API, which includes the bus scheme of the user from the current position to a public transportation station in the target area, and the walking scheme from the public transportation station to the destination. That is, the shortest time scheme is the shortest transfer scheme in multiple bus + walking transfer schemes from the current position of the user to the destination.

[0051] In step 610, the second preset radius can be set according to actual needs, which is not limited here. In the embodiment, it can be set to 3 kilometers to cover the public transportation stations around the destination as much as possible.

[0052] If the third circular region actually covers the public transport stations, all the public transport stations are determined as the target public transport stations, and the final traffic connection scheme corresponding to all the target public transport stations is obtained according to steps 601 to 608, and the final traffic connection scheme with the shortest time is screened out from the final traffic connection schemes; if the third circular region does not actually cover the public transport stations, the public transport station corresponding to the shortest time scheme obtained in step 609 is determined as the target public transport station, and the final traffic connection scheme corresponding to the target public transport station is obtained according to steps 601 to 608. Since the public transport station corresponding to the shortest time scheme is only one, the final traffic connection scheme obtained is also only one, and there is no need to screen out the final traffic connection scheme with the shortest time from the final traffic connection schemes.

[0053] The embodiment automatically identifies the public transport station as the target public transport station when the user has arrived at the public transport station in the target region, or determines the public transport station selected by the user as the target public transport station, obtains the connection time of the walking connection scheme from the target public transport station to the destination, and removes the range too close to the destination and too close to the target public transport station as the region without the demand for shared bicycles, so as to obtain the accurate search region of the shared bicycle meeting the actual demand, obtain the shared bicycle position point from the accurate search region of the shared bicycle, and calculate the shortest connection time of the walking + riding connection scheme. The connection time of the walking connection scheme is compared with the connection time of the walking connection scheme, the connection scheme with the shorter connection time is determined as the final traffic connection scheme, and the accurate generation of the traffic connection scheme from the determined target public transport station to the destination is realized. When the user has not arrived at the public transport station in the target region and has not selected any public transport station, the shortest time scheme of the bus + walking from the current position point of the user to the destination is obtained first, the target public transport station is determined based on whether there is a public transport station around the destination, the final traffic connection scheme corresponding to the target public transport station is determined in the same way as above, and when there are multiple final traffic connection schemes, the final traffic connection scheme with the shortest time is screened out, so as to predict the best target public transport station for the user when the target public transport station is not determined, and accurately generate the best traffic connection scheme corresponding to the best target public transport station.

[0054] The traffic connection device provided by the embodiment of the application is described below. The traffic connection device described below can be correspondingly referred to the traffic connection method described above.

[0055] Figure 7 is a structural schematic diagram of the traffic connection device provided by the embodiment of the application. Referring to Figure 7 , the traffic connection device provided by the embodiment of the application can include: The point-of-interest array region construction module 701 is configured to construct a point-of-interest array region centered on a public transportation station in a target region. The shared bicycle demand and inventory determination module 702 is configured to determine a shared bicycle demand region corresponding to the point-of-interest array region and a shared bicycle inventory in the shared bicycle demand region based on a tidal change of road load in the point-of-interest array region. The traffic connection scheme determination module 703 is configured to generate a traffic connection scheme from the public transportation station to a destination based on the shared bicycle inventory.

[0056] The traffic connection device provided by the embodiment is configured to construct a point-of-interest array region centered on a public transportation station in a target region, determine a shared bicycle demand region corresponding to the point-of-interest array region and a shared bicycle inventory in the shared bicycle demand region based on a tidal change of road load in the point-of-interest array region, and generate a traffic connection scheme from the public transportation station to a destination based on the shared bicycle inventory. On one hand, the tidal change can be obtained directly from road load data uploaded by a car terminal on the road, so that the shared bicycle resource is determined without additional equipment, thereby saving equipment cost. On the other hand, the shared bicycle demand region corresponding to the point-of-interest array region and the shared bicycle inventory in the shared bicycle demand region are determined based on the tidal change of road load in the point-of-interest array region, so that the use of the shared bicycle resource in the surrounding region of the public transportation station under traffic changes caused by various uncertain factors can be accurately reflected, so that the use of the shared bicycle resource can be adaptively matched with the current traffic connection demand, the determination of the shared bicycle resource is adjusted in real time, and accurate determination of the shared bicycle resource is achieved. In summary, the embodiment can accurately determine the shared bicycle resource without consuming a large amount of equipment cost, accurately generate a traffic connection scheme at low cost, and thereby ensure commuting quality.

[0057] In one embodiment, the shared bicycle demand and inventory determination module 702 is specifically configured to: collect a first average speed of a main road merging point, a second average speed of an auxiliary road merging point, and a third average speed of a target sampling point in the point-of-interest array region for multiple times; the target sampling point is a sampling point on the main road and the auxiliary road with a point of interest; generate a first speed drop curve of the main road merging point based on the first average speed collected for multiple times; generate a second speed drop curve of the auxiliary road merging point based on the second average speed collected for multiple times; generate a third speed drop curve of the point-of-interest array region based on the third average speed collected for multiple times; determine a tidal change scenario of road load in the point array region of interest based on a relationship among the first vehicle speed decline curve, the second vehicle speed decline curve and the third vehicle speed decline curve; screen a target point array region of interest from at least one of the point array regions of interest, where the tidal change scenario of the target point array region of interest is a traffic flow convergence scenario; determine a shared bicycle demand region corresponding to the target point array region of interest and a shared bicycle inventory in the shared bicycle demand region.

[0058] In an embodiment, the shared bicycle demand and inventory determination module 702 is specifically configured to: determine that the tidal change scenario is a traffic flow convergence scenario when the third vehicle speed decline curve pulls down the second vehicle speed decline curve; determine that the tidal change scenario is a traffic flow dispersion scenario when the first vehicle speed decline curve pulls down the third vehicle speed decline curve.

[0059] In an embodiment, the shared bicycle demand and inventory determination module 702 is specifically configured to: construct an irregular convex polygon surrounding the target point array region of interest; extend the irregular convex polygon outward to obtain an extended convex polygon; draw a first circular region with a first preset radius and with a public transportation station in the target point array region of interest as a center; remove the first circular region from the extended convex polygon to obtain a shared bicycle demand region corresponding to the target point array region of interest; determine a shared bicycle inventory in the shared bicycle demand region based on an initial amount of shared bicycles in the shared bicycle demand region and a consumption rate of shared bicycles in different time intervals.

[0060] In an embodiment, the traffic connection scheme determination module 703 is specifically configured to: generate a walking route from the target public transportation station to a destination and obtain a first walking time of the walking route when the target public transportation station in the target region has been determined; the target public transportation station is a public transportation station where a user is located or a public transportation station selected by the user; set a minimum value critical point of shared bicycles on the walking route; a distance between the minimum value critical point and the destination is a preset distance; draw a second circular region with the target public transportation station as a center and with a distance between the center and the minimum value critical point as a radius; when the shared bicycle inventory in the shared bicycle demand area corresponding to the target public transportation station is greater than zero, searching for a shared bicycle location point in an intersection area of the second circular area and the shared bicycle demand area corresponding to the target public transportation station; obtaining a second walking time length between the target public transportation station and the shared bicycle location point and a riding time length between the shared bicycle location point and the destination, and adding the second walking time length and the riding time length to obtain a transfer time length; selecting a shortest transfer time length from at least one transfer time length corresponding to the shared bicycle location point; if the shortest transfer time length is less than the first walking time length, determining a transfer scheme corresponding to the shortest transfer time length as a final traffic transfer scheme; if the shortest transfer time length is greater than or equal to the first walking time length, determining a transfer scheme corresponding to the first walking time length as the final traffic transfer scheme.

[0061] In one embodiment, the traffic transfer scheme determination module 703 is specifically configured to: when the target public transportation station in the target area is not determined, obtaining a shortest time length scheme from a current location point of a user to a destination generated by a third-party map; the shortest time length scheme includes a bus scheme from the current location point to a public transportation station in the target area and a walking scheme from the public transportation station to the destination; drawing a third circular area with the destination as a center and a second preset radius; if the public transportation station in the target area exists in the third circular area, after the public transportation station in the third circular area is determined as the target public transportation station, returning to the step of generating a walking route from the target public transportation station to the destination and obtaining a first walking time length of the walking route when the target public transportation station in the target area is determined, until a final traffic transfer scheme is determined, and a final traffic transfer scheme with the shortest time is selected from the final traffic transfer schemes; if the public transportation station in the target area does not exist in the third circular area, after the public transportation station corresponding to the shortest time length scheme is determined as the target public transportation station, returning to the step of generating a walking route from the target public transportation station to the destination and obtaining a first walking time length of the walking route when the target public transportation station in the target area is determined.

[0062] Figure 8 is a structural schematic diagram of an electronic device provided by an embodiment of the present application, as shown in Figure 8As shown, the electronic device can include a processor 810, a communication interface 820, a memory 830, and a communication bus 840, wherein the processor 810, the communication interface 820, and the memory 830 complete mutual communication through the communication bus 840. The processor 810 can call the computer program in the memory 830 to execute the steps of the traffic connection method, for example, including: constructing a point-of-interest array region centered on a public transportation station in a target region; determining a shared bicycle demand region corresponding to the point-of-interest array region and a shared bicycle inventory in the shared bicycle demand region based on tidal changes of road load in the point-of-interest array region; generating a traffic connection scheme from the public transportation station to a destination based on the shared bicycle inventory.

[0063] In addition, the logical instructions in the memory 830 described above can be implemented in the form of a software function unit and sold or used as an independent product, which can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product, which is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0064] On the other hand, the embodiments of the present application also provide a computer program product, which includes a computer program that can be stored on a non-transitory computer readable storage medium, and when the computer program is executed by a processor, the computer can execute the steps of the traffic connection method provided by the above-mentioned embodiments, for example, including: constructing a point-of-interest array region centered on a public transportation station in a target region; determining a shared bicycle demand region corresponding to the point-of-interest array region and a shared bicycle inventory in the shared bicycle demand region based on tidal changes of road load in the point-of-interest array region; generating a traffic connection scheme from the public transportation station to a destination based on the shared bicycle inventory.

[0065] In another aspect, the embodiments of the present application also provide a non-transitory computer-readable storage medium having a computer program stored thereon, the computer program being configured to cause a processor to perform the steps of the traffic connection method provided by the above-mentioned embodiments, for example comprising: constructing a point-of-interest array region centered on a public transport station in a target region; determining a shared bicycle demand region corresponding to the point-of-interest array region and a shared bicycle inventory in the shared bicycle demand region based on tidal changes of road load in the point-of-interest array region; generating a traffic connection scheme from the public transport station to a destination based on the shared bicycle inventory.

[0066] The non-transitory computer-readable storage medium can be any available medium or data storage device that the processor can access, including but not limited to a magnetic storage (e.g., floppy disk, hard disk, magnetic tape, MO, etc.), an optical storage (e.g., CD, DVD, BD, HVD, etc.), and a semiconductor storage (e.g., ROM, EPROM, EEPROM, NAND FLASH, SSD, etc.), etc.

[0067] The above-described device embodiments are only schematic, wherein the units illustrated as separate components can or can not be physically separate, and the components illustrated as units can or can not be physical units, i.e., can be located in one place or distributed on a plurality of network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the embodiments. Those skilled in the art can understand and implement without creative labor.

[0068] From the above description of the embodiments, those skilled in the art can clearly understand that the embodiments can be implemented by means of software plus necessary universal hardware platforms, and of course can also be implemented by hardware. Based on such understanding, the above technical solutions, essentially or in other words, the part that contributes to the prior art can be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in the various embodiments or some parts of the embodiments.

[0069] Finally, it should be noted that the above examples are only used to illustrate the technical solutions of the present application, and are not intended to limit the same; although the present application has been described in detail with reference to the foregoing examples, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing examples, or make equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A transportation connection method, characterized in that, include: Construct a matrix of points of interest centered on public transportation stations within the target area; Based on the tidal changes in road load within the region of interest, the shared bicycle demand region corresponding to the region of interest and the stock of shared bicycles within the shared bicycle demand region are determined. Based on the existing stock of shared bicycles, a transportation connection plan is generated from the public transportation station to the destination.

2. The transportation connection method according to claim 1, characterized in that, The step of determining the shared bicycle demand area corresponding to the point of interest and the number of shared bicycles in the shared bicycle demand area based on the tidal changes in road load within the point of interest area includes: The first average vehicle speed at the main road merging point, the second average vehicle speed at the auxiliary road merging point, and the third average vehicle speed at the target sampling point are collected multiple times within the region of interest; the target sampling point is a sampling point on the main road and auxiliary road with the point of interest. Based on the first average vehicle speed collected multiple times, a first vehicle speed decrease curve is generated at the main road merging point. Based on the second average vehicle speed collected multiple times, a second vehicle speed decrease curve is generated at the auxiliary road merging point. Based on the third average vehicle speed collected multiple times, a third vehicle speed decrease curve is generated for the region of interest. Based on the relationship between the first vehicle speed decrease curve, the second vehicle speed decrease curve and the third vehicle speed decrease curve, the tidal change scenario of road load in the region of interest is determined. Select the target region of interest from at least one region of interest to identify the tidal change scenario as a traffic convergence scenario. Determine the shared bicycle demand area corresponding to the target point of interest matrix area and the number of shared bicycles in the shared bicycle demand area.

3. The transportation connection method according to claim 2, characterized in that, The step of determining the tidal variation scenario of road load within the region of interest based on the relationship between the first vehicle speed decrease curve, the second vehicle speed decrease curve, and the third vehicle speed decrease curve includes: When the third vehicle speed reduction curve pulls the second vehicle speed reduction curve down, the tidal change scenario is determined to be a traffic convergence scenario; When the first vehicle speed decrease curve pulls the third vehicle speed decrease curve downward, the tidal change scenario is determined to be a traffic flow discrete scenario.

4. The transportation connection method according to claim 2, characterized in that, The step of determining the shared bicycle demand area corresponding to the target point of interest region and the number of shared bicycles in the shared bicycle demand area includes: Construct an irregular convex polygon that surrounds the region of interest of the target lattice. The irregular convex polygon is expanded outward to obtain an expanded convex polygon; A first circular area is defined with the public transportation stations within the target area of ​​interest as the center and a first preset radius. The first circular region is removed from the extended convex polygon to obtain the shared bicycle demand region corresponding to the target region of interest. Based on the initial number of shared bicycles in the shared bicycle demand area and the consumption rate of shared bicycles in different time intervals, the stock of shared bicycles in the shared bicycle demand area is determined.

5. The transportation connection method according to claim 1, characterized in that, The step of generating a transportation connection plan from the public transportation station to the destination based on the existing stock of shared bicycles includes: Once a target public transportation station within the target area has been identified, a walking route from the target public transportation station to the destination is generated, and the first walking time of the walking route is obtained; the target public transportation station is the public transportation station where the user is located or the public transportation station selected by the user. A minimum value threshold for shared bicycles is set on the walking route; the distance between the minimum value threshold and the destination is a preset distance. A second circular region is defined with the target public transportation station as the center and the distance between the center and the minimum value critical point as the radius. When the number of shared bicycles in the shared bicycle demand area corresponding to the target public transportation station is greater than zero, the location of shared bicycles is searched in the intersection area of ​​the second circular area and the shared bicycle demand area corresponding to the target public transportation station. The second walking time between the target public transportation station and the location of the shared bicycle, and the riding time between the location of the shared bicycle and the destination are obtained. The second walking time and the riding time are summed to obtain the connection time. The shortest connection time is selected from the connection times corresponding to at least one of the shared bicycle locations; If the shortest connection time is less than the first walking time, then the connection scheme corresponding to the shortest connection time is determined as the final transportation connection scheme. If the shortest connection time is greater than or equal to the first walking time, then the connection scheme corresponding to the first walking time is determined as the final transportation connection scheme.

6. The transportation connection method according to claim 5, characterized in that, The step of generating a transportation connection plan from the public transportation station to the destination based on the existing stock of shared bicycles includes: When the target public transportation station within the target area is not determined, the shortest travel time from the user's current location to the destination is obtained from a third-party map; the shortest travel time includes a bus route from the current location to the public transportation station within the target area and a walking route from the public transportation station to the destination; A third circular area is defined with the destination as the center and a second preset radius. If a public transportation station in the target area exists within the third circular area, then after determining the public transportation station in the third circular area as the target public transportation station, return to the step of generating a walking route from the target public transportation station to the destination when the target public transportation station in the target area has been determined, and obtaining the first walking time of the walking route, until the final transportation connection plan is determined, and the final transportation connection plan with the shortest time is selected from it. If there is no public transportation station in the target area within the third circular area, then after determining the public transportation station corresponding to the shortest time scheme as the target public transportation station, return to the step of generating a walking route from the target public transportation station to the destination when the target public transportation station in the target area has been determined, and obtaining the first walking time of the walking route, until the final transportation connection scheme is determined.

7. A transportation connection device, characterized in that, include: The Region of Interest (ROI) construction module is used to: construct a ROI centered on public transportation stations within the target area; The shared bicycle demand and stock determination module is used to: determine the shared bicycle demand area corresponding to the point of interest and the shared bicycle stock within the shared bicycle demand area based on the tidal changes of road load within the point of interest area; The transportation connection scheme determination module is used to generate a transportation connection scheme from the public transportation station to the destination based on the existing stock of shared bicycles.

8. An electronic device comprising a processor and a memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the transportation connection method according to any one of claims 1 to 6.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the transportation connection method according to any one of claims 1 to 6.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the transportation connection method according to any one of claims 1 to 6.

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