Optimization method of modular bus shelter distribution

Abstract

The invention relates to a modular bus shelter distribution optimization method, which comprises the following steps of: in an urban road network, identifying a position with a people flow intersection characteristic as a starting position distribution starting position of a first batch of bus shelters; based on the commuting behavior, the use frequency and the traffic service characteristics of the region, determining a bus shelter module combination mode suitable for the region, and establishing a module configuration standard for guiding module type selection of a subsequent region; according to the connection relation of the urban space structure, gradually expanding and distributing points to the surrounding area, and arranging the bus shelter in a staged manner; in the bus shelter distribution process, according to the actual space size, the environment condition and the use requirement of each candidate distribution point, a bus shelter module with the structure adjustable capacity is selected from a preset module library; when the arranged bus shelter is dismantled or the function of the arranged bus shelter is interrupted due to construction and urban reconstruction, the configuration or density of the adjacent bus shelter is adjusted according to the connection relation between the distribution points and the service area distribution, or a suggestion for replacing the distribution points is generated.

Description

TECHNICAL FIELD

[0001] The application relates to a bus shelter distribution optimization method, in particular to a modular bus shelter distribution optimization method. BACKGROUND

[0002] The prior art such as a bus station optimization visualization method based on multi-source data in Chinese patent CN112699284A can see that the current method has several substantial deficiencies and limitations, which are specifically shown in the following aspects:

[0003] Firstly, although the method integrates shared bicycle data, city POI data and city road network data in the technical scheme, it mainly focuses on the visualization expression and spatial heat analysis of the data, and the optimization strategy mainly assists decision makers in identifying high-potential station areas through two-dimensional mapping analysis of traffic evolution trend and POI density, lacks systematic control modeling of station module deployment, dynamic adaptability, environmental disturbance feedback and function recovery mechanism, and cannot solve the problems of station service interruption and compensation caused by city environmental disturbance, emergencies or city space structure adjustment. Secondly, although the data dimensions relied on by the method are relatively rich, they all belong to static collection dimensions, lack modeling support for physical environment parameters such as light, wind direction, thermal disturbance and other non-traffic environmental variables, and cannot provide sensing basis for dynamic adjustment of station structure form. For example, in actual operation, the bus shelter needs to adjust the angle of sunshade structure due to excessive light or needs to adaptively enter the folding mode due to wind direction interference, etc. These dynamic structure response behaviors highly related to city microclimate factors are not covered in the scheme.

[0004] Thirdly, the patent scheme does not form a quantifiable and iterative service tension model in the distribution strategy, and the optimization process essentially relies on visual auxiliary analysis and traffic expert experience judgment, lacks clear mathematical model support, and does not have the replicability of large-scale city network automation scheduling and phased expansion. In addition, the method does not involve compensation strategies after the failure of bus shelter station functions, ignores the management of non-ideal state in city system operation, that is, when the bus shelter is interrupted due to construction, facility failure, natural disaster and other factors, there is no supporting response mechanism to temporarily restore the service. Finally, the optimization visualization scheme of the prior art is essentially an auxiliary tool, which can improve the cognitive efficiency of planners in the early stage of design, but lacks control closed loop and execution logic, and cannot directly guide the layout and scheduling of module units.

[0005] In summary, the prior art mainly focuses on multi-source data-driven traffic space visualization and planning assistance, although it has made basic contributions in urban data fusion, it has essential shortcomings in dealing with the complexity of dynamic deployment of modular distribution, adaptability to environmental disturbance, responsiveness to functional compensation, and linkage of scheduling behavior, etc. It lacks integrated deployment optimization methods with control feedback logic and is not suitable for the demand scenarios of intelligent adjustable bus shelters. SUMMARY

[0006] The purpose of the present application is to provide an optimization method for modular bus shelter distribution, thereby solving some of the problems and deficiencies pointed out in the background art.

[0007] The present application solves the above-mentioned technical problems by adopting the following technical solution: an optimization method for modular bus shelter distribution, comprising: identifying a position with a human flow intersection feature in a city road network as a starting position for the first batch of bus shelter distribution; based on the commuting behavior, usage frequency and traffic service characteristics of the area where the starting position is located, determining the bus shelter module combination method suitable for the area, and establishing a module configuration standard for guiding the module selection of subsequent areas;

[0008] Based on the starting position, the distribution is gradually expanded to the surrounding areas according to the connection relationship of the city space structure, and the bus shelter distribution is implemented in a phased manner, and it is ensured that each newly added distribution point in each stage is connected with the previous distribution point in terms of service range and traffic connectivity;

[0009] During the distribution of bus shelters, a bus shelter module with adjustable structure is selected from a preset module library according to the actual spatial size, environmental conditions and usage demand of each candidate distribution point; when the already distributed bus shelter is removed or its function is interrupted due to construction or urban reconstruction, the configuration or density of adjacent bus shelters is adjusted or an alternative distribution point is generated according to the connection relationship between the distribution points and the distribution of the service area.

[0010] Further, the identification of the position with the human flow intersection feature includes detection of non-periodic abnormal crowd gathering, and the abnormality is a determination result based on the abnormal rise of the human flow gradient change rate in a continuous time period; wherein the starting distribution point includes backtracking of the secondary intersection nodes in the city road system.

[0011] Further, each newly added distribution point in the phased implementation of bus shelter distribution is calculated based on service tension gradient, which measures the service overlap pressure between the current distribution points, and the distribution point is expanded in the region with the smallest tension; wherein the structure closure determination mechanism is included in the phased distribution strategy, and when the distribution points in a region form a completely closed loop path, the distribution is switched to other regions to prevent distribution redundancy.

[0012] Further, the service overlap pressure is the weighted density of the number of multi-site coverage per unit area. When the value is lower than the preset threshold of 0.2-0.4 times per square meter, it is determined that the service tension minimum area, and the next bus shelter layout operation is preferentially performed in the area.

[0013] Further, the bus shelter module has a dynamic self-adjusting posture capability, and the module structure is adjusted in terms of the on-site light direction, wind direction and space orientation. After the alternative point suggestion is generated, the system will call the bus shelter standby unit list and match it with the on-site constraints. The compensation scheme after the function interruption includes expanding the service range by the adjacent bus shelter module, temporarily compensating by increasing the broadcast volume or the visual range of the information screen.

[0014] The above-mentioned modular bus shelter intelligent control method fuses the structure response mechanism, deployment matching mechanism and compensation cooperation mechanism, and its significant feature is to introduce a multi-target adjustment model based on a behavior feedback function to jointly control:

[0015] The bus shelter structure self-adjusting posture angle;

[0016] The module selection and environment adaptation in the alternative point process;

[0017] The service compensation behavior activation in the function interruption scenario;

[0018] A joint control function is used to drive the module state adjustment and compensation activation behavior:

[0019]

[0020] Wherein:

[0021] Φ(t) is a system structure behavior activation function, representing the comprehensive offset trend of the bus shelter behavior response; t0, t1 are the starting and ending times in the current period; θ(t) is the orientation offset angle of the current module structure; δ w (t) is the angle correction value from the wind direction disturbance; is the environment response matching function between the alternative module and the deployment point, M is the module parameter set, and Ω is the space constraint vector; represents the compensation service field change rate in the (x, y) space with the direction ξ as the gradient; α, β, γ are respectively three types of behavior weight factors (adjusted dynamically according to the station level, weather complexity and crowd density);

[0022] The derivation process of the function Φ(t) includes:

[0023] For the structural self-adjusting posture behavior, the canopy or facade structure of the bus shelter has the ability to rotate or tilt, and its angle offset θ(t) should be consistent with the target service direction, while considering the structural offset correction caused by wind direction disturbance; this correction term is defined as δ w (t), which represents the angle interference caused by the wind speed direction per unit time; the response behavior of the bus shelter to the target direction is not linearly changed, but shows a certain trend of inhibition or enhancement, so the sin(θ(t)+δ w (t)) is used to express the response amplitude of this behavior, representing the active compensation ability of the module structure under natural disturbance;

[0024] Secondly, for the problem of module matching in the alternative point distribution suggestion, the function is defined, where M is the alternative module set, which includes multiple parameter dimensions such as physical size, power supply mode, weight, and functional configuration; Ω is the spatial restriction vector of the site, including ground bearing restriction, installation range, and connection interface type; the matching function can be defined as the inverse function of the inner product distance in the multi-dimensional constraint space, which is used to measure the deployment adaptation degree between the module and the site, and the higher the value, the more suitable the module is for deployment in this candidate distribution; this term is weighted by a constant β in the derivation, which is used to balance the weight of this behavior in the system response;

[0025] Thirdly, for the neighboring point compensation behavior after the function interruption, the directional conduction problem of service ability in space needs to be handled; it is assumed that the service ability field generated by each bus shelter is C(x, y, t), which forms a coverage function in the two-dimensional plane coordinates and time dimension, and the compensation ability of the adjacent station to a blind area depends on the gradient change rate of this function in that direction, so the directional gradient is defined as where ξ is the unit vector of the service propagation direction; this term represents the change rate of the compensation intensity of the station in a given direction, and the larger the value, the faster the service ability is enhanced in that direction, which is more suitable for assuming the replacement service responsibility;

[0026] In order to unify the above three behaviors in the time scale, the time integral framework is introduced to integrate the response changes of the behaviors in the given control period [t0, t1], and the joint behavior activation function Φ(t) is constructed, where α, β, γ respectively represent the dynamic weight parameters of the above three types of behaviors, which can be adjusted in real time by passenger density, weather grade, and urban functional area type factors, and are used to control the activation priority of each behavior; the overall integral expression Φ(t) is the total behavior response strength of the bus shelter module to its functional state per unit period, which is used to drive the key logic of posture adjustment execution, alternative point distribution triggering, and neighboring point compensation determination;

[0027] In summary, the function is not a simple weighted behavior superposition, but a continuous structure behavior model driven by physical feedback (wind direction, light), deployment logic (matching conditions), and spatial service capability conduction (gradient response). It can be used as a decision-making core function in the behavior regulation and deployment scheduling system of the shelter module.

[0028] Further, during the posture adjustment process, when the interference intersection angle between the wind direction and the crowd flow direction is greater than 45°-50°, the shelter module enters the folding state to transfer the passage path. The posture adjustment of the shelter module is dynamically adjusted according to the sunshade overlapping area distribution map of other shelters around the current station.

[0029] Further, before deployment, the standby unit needs to pass through a round of on-site deployment path adaptive algorithm to simulate whether the device can complete each stage in the target point, including equipment entry, rotation, and fixation, to determine whether to release scheduling. The standby unit needs to meet at least one self-checking qualified record before entering the scheduling pool, including lighting response, power matching, ground fixation, and network connectivity, to participate in replacement deployment. The standby unit is prioritized according to the ratio of scheduling path distance to estimated time consumption.

[0030] Further, during the compensation period after the function interruption, directional beam control is performed according to the passenger gathering direction. The visual range expansion of the information screen during the compensation period is performed through dynamic identification of the visual angle blind area for local brightness gain. The queuing guidance information of the main station and the compensation station is combined by the adjacent station in the compensation stage to reduce the selection anxiety of passengers in the case of missing station functions.

[0031] Further, the visual blind area identification is based on the information screen light ray inverse projection path combined with human body occlusion point modeling to form a passenger visual shadow map, and the shadow map is used as the boundary of the brightness gain area. The local brightness gain of the information screen is based on the crowd focus level to build a hierarchical weight model, which preferentially enhances the first view angle area including the upward / forward view area, and gradually decreases to the side view area.

[0032] Further, the visual guidance information enhanced by the information screen during the compensation period has a dynamic time window strategy. When the passenger stays in front of the main station for more than a set time, the regional information display priority will be reduced. The beam broadcast information includes delayed forwarding through the shelter main structure and through the micro-broadcaster deployed on the ground lamp pole to fill the sound wave in the long corridor type space.

[0033] The beneficial effects of the present application: the present application realizes high space efficiency layout of the bus shelter from the starting point to the global expansion by introducing the service tension gradient and the structure closed determination mechanism, avoiding the problem of blind dense or service overlapping in the traditional method. By identifying the characteristics of the flow intersection, especially the response to the non-periodic crowd surge behavior, the starting point of the layout is more forward-looking and has the ability to respond to emergencies. In the process of phased layout, by introducing the threshold judgment that the service pressure per unit area is less than 0.2-0.4 times per square meter, the minimum area of service tension can be accurately controlled, the efficiency of urban resource allocation is improved, and finally a smart layout network with reasonable function structure, continuous layout and balanced service is formed.

[0034] In addition, the modular bus shelter of the present application has dynamic posture self-adjusting ability and high flexibility service compensation mechanism. The module can adjust the structure posture in real time based on light, wind direction and crowd flow direction, and automatically retract to pass through the path when the environment is disturbed and the crowd density is staggered, improving the space coordination with passengers. When the bus shelter function is interrupted or removed, the system can automatically call the standby module to complete the replacement layout according to the on-site path simulation, self-checking record, priority algorithm, etc. At the same time, through the directional compensation control of adjacent stations, the brightness enhancement of information screens and the intelligent merging of queuing information, etc., a city bus information node network with self-healing ability is constructed, which significantly reduces the service loss and passenger anxiety caused by the interruption of the bus shelter, and improves the resilience and intelligent level of the overall transportation system. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 The present application is a simple flow chart for the optimization of the modular bus shelter layout.

[0036] Figure 2 The present application is a compact diagram of the relationship between abnormal flow and layout optimization functions.

[0037] Figure 3 The present application is a function relationship diagram of the integrated intelligent bus shelter behavior control.

[0038] Figure 4 The present application is a flow chart of the core commercial area intelligent modular bus shelter layout.

[0039] Figure 5 The present application is a schematic diagram of intelligent compensation and replacement scheduling of bus shelter function interruption. DETAILED DESCRIPTION

[0040] The specific embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0041] In combination with the Figure 1The application discloses a modular bus shelter distribution optimization method. The method is applied to urban traffic infrastructure distribution scenarios. In the urban road network, based on urban traffic flow data, crowd distribution dynamic information and commuting path trajectory analysis, positions with significant crowd intersection characteristics are extracted, especially non-periodic gathering events, morning and evening peak cross-channel nodes, traffic transfer interface areas and other crowd high-dynamic convergence areas are preferentially identified as the starting distribution positions of the first batch of bus shelters. For the area where the starting distribution position is located, by fusing the behavior distribution in the commuting period, the station use frequency statistics, the average waiting time, the surrounding functional area types (such as business, residence and office) and the traffic service level (such as the main line or branch line bus coverage), the use characteristic portrait of the area is extracted, and the bus shelter module combination mode that meets the functional adaptation demand and is matched with the distribution conditions of the structure scale is selected from the preset modular bus shelter library according to the use characteristic portrait, wherein the module combination mode includes parameter combinations such as the roof style, the information display unit quantity, the lighting and power supply mode and the seat structure form, and then a module configuration standard with the area characteristics as a template is established. The standard includes the configuration parameters of the module unit, the selection priority, the combination matching rule and the adaptive environment constraint strategy. The configuration standard is used to guide the distribution module selection strategy of the subsequent area, and the configuration parameters can be fine-tuned and optimized according to the area similarity.

[0042] The starting distribution position is taken as the distribution basis, and the subsequent distribution is promoted in combination with the connection relationship of the urban space structure. According to the topological structure of the urban road network and the continuity characteristics of the traffic flow path, the spatial accessibility and the traffic level connection relationship between the starting distribution position and the surrounding potential distribution positions are identified, a distribution expansion path atlas based on the geographical adjacency and the traffic function complementarity is constructed, and the distribution of the bus shelter is promoted in stages according to the priority order indicated by the atlas. The distribution area of each stage needs to meet the seamless connection of the service coverage, that is, the newly added distribution position can form a service network continuous surface with the adjacent existing distribution position in space, and ensure that passengers can access the bus shelter system through a continuous walking distance or the shortest transfer path. Meanwhile, a traffic connectivity weight model is introduced in the distribution process, the road traffic level, the traffic hub relationship and the node level between the candidate distribution position and the existing distribution position are weighted and evaluated, blind expansion to the areas that are physically close but functionally broken is avoided, and it is ensured that the distribution of each stage not only meets the geographical connectivity, but also considers the actual traffic efficiency and the natural extension of the passenger behavior path. Therefore, through the stage-by-stage promotion, the logical coherence and the service continuous distribution strategy, the modular bus shelter forms a stable service network skeleton in the urban space, and realizes the optimal connection with the previous distribution in the two dimensions of the functional service and the structural layout.

[0043] For each candidate location, the system obtains the actual spatial size data of the location, including basic parameters such as available ground area, vertical clearance height, ground bearing capacity, interface position for accessing power or network, and combines the environmental conditions of the location, such as light intensity distribution, wind direction frequency characteristics, surrounding shelter density, green or street furniture layout, and the flow density, stay behavior mode and function use preference obtained according to historical or predicted data, to comprehensively judge the location adaptation; then according to the above multi-dimensional index and the bus shelter module data in the preset module library, the bus shelter module with adjustable structure is selected, the adjustable structure refers to the module can be opened and closed according to the space difference of the site, the column can be adjusted, the information screen layout can be rotated, the lighting angle can be adjusted, etc., to realize flexible adaptation and rapid deployment to complex environment; in addition, during the operation after the bus shelter is deployed, if the deployed bus shelter is removed or loses part of the function due to road construction, urban renewal or temporary reconstruction, the system will evaluate the influence range of the node interruption on the overall service network based on the spatial connection relationship between the node and the surrounding deployment and the service area overlap, and generate configuration or density adjustment scheme combined with the function margin and adjustable parameters of the adjacent bus shelter, including expanding the service broadcast range of the adjacent station, improving the information visual coverage angle, increasing the number of seats or adjusting the waiting direction, etc.; if local adjustment cannot completely compensate for the service vacancy of the invalid area, the system can also call the standby unit list of the bus shelter, combined with the on-site deployment constraint conditions, to generate the candidate deployment suggestion position and the corresponding module configuration scheme.

[0044] Combining the drawings Figure 2In the process of identifying the feature position of the crowd intersection, the system deploys sensing devices at key nodes of the urban road network or calls third-party dynamic crowd data sources to monitor the changes in the number of people in a specific area in consecutive time periods in real time and calculate the personnel traffic density gradient change rate in unit time. When a certain area appears a steep rising trend significantly higher than the average level of the surrounding or history in a short period of time on the crowd change curve, that is, an abnormal slope mutation occurs, and the mutation amplitude exceeds the preset threshold (for example, the short-time slope change exceeds 2-3 times the normal standard deviation), it is determined that there is non-periodic abnormal crowd gathering behavior in the area. The abnormality is caused by sudden activities, temporary construction detours, critical transfer fluctuations or temporary traffic incidents, which is different from the known periodic gathering mode such as morning and evening peak hours; based on the location calibration of such abnormal events, the system preferentially includes such points in the starting point candidate set, and after comprehensively analyzing the road structure characteristics and connection attributes, it identifies whether it belongs to the secondary intersection node in the urban road system, that is, the intersection type hub point that is not the main road but has multiple branch roads, has transfer relay function, and connects multiple micro function areas. If the above topological characteristics are met, the node is tracked back, the evolution trajectory of the crowd flow direction and the function flexibility of the node in the past periods are further analyzed, and the geometric and functional relationship between the node and the main intersection node in the city structure is combined to finally determine whether it is the starting point of the first batch of bus shelters. To realize that the starting point not only has the current high-density crowd feature, but also has the long-term stability of commuter and the traffic function synergy.

[0045] In the process of staging the waiting shelter layout, the determination of each newly added layout is based on the results of service tension gradient calculation. The service tension is defined as the pressure degree caused by the overlapping service range between waiting shelters in urban traffic area. The pressure is an index obtained by analyzing the service overlapping frequency, spatial coverage density and actual usage rate of the population. In the specific calculation process, the system first models the service coverage area formed by the laid waiting shelters, identifies the spatial overlapping area and calculates its service pressure value in combination with urban GIS data and population heat map. Then, the system finds the point with the lowest service tension in the selected area. The point has the lowest service overlap degree between the positions and adjacent layout points, and thus has the highest layout marginal gain. The system determines it as the priority layout target of the next stage accordingly. In addition, to avoid service resource redundancy caused by local intensive layout in the process of staging, a structure closure determination mechanism is proposed. That is, the system performs spatial topology analysis on the layout path structure formed in the current area after each stage of layout is completed. If it is determined that the waiting shelter layout in a certain area has formed a completely closed ring path, and there is no obvious service blind area or tension gap inside the closed structure, the further layout operation in the closed area is terminated, and the system switches to other areas that have not been covered or have larger tension to continue the next round of layout task.

[0046] To realize the spatial efficient allocation and reasonable layout of urban public transportation service resources, the system introduces service overlapping pressure as the core judgment index for evaluating the rationality of layout density. The service overlapping pressure refers to the overlapping frequency of unit area covered by multiple waiting shelters in the candidate layout area, and the coverage density value formed after weighting according to the weight factors such as the function level, service capacity and usage intensity of each waiting shelter. The weighted density is used to measure the service saturation of a certain spatial area under the existing layout state. When the value is high, it indicates that there are more waiting shelters forming overlapping service in the area, and further layout will lead to resource redundancy. When the value is lower than the service pressure threshold range 0.2 to 0.4 times per square meter, i.e. the weighted average of effective coverage times of waiting shelters in 1 square meter area is not more than 0.4 times, the system determines that the area is in the state of minimum service tension, i.e. the area with the thinnest waiting service, and thus guides the next stage of waiting shelter layout operation to the area in the layout planning and promotion.

[0047] In combination with the attached Figure 3, an integrated behavior control framework is formed by integrating the posture self-adjusting mechanism, the alternative point distribution scheduling mechanism and the temporary compensation response mechanism, a multi-objective behavior adjustment model based on joint control function is introduced, which is used to manage the posture adjustment of the bus shelter structure, the deployment adaptability of the module and the service recovery in the case of function interruption, wherein the bus shelter module has the dynamic self-adjusting posture ability, which can adjust the offset angle of the canopy or the shielding structure according to the light direction, the wind direction and the space orientation on site, so as to improve the sun-shading effect and the wind resistance control ability, during the structure offset process, the system obtains the module posture angle θ (t) and the wind direction disturbance correction value δ w (t) in real time, and represents the response trend by a nonlinear function; when the original distribution point bus shelter function is interrupted due to construction or reconstruction, the system immediately generates an alternative distribution point suggestion and calls the bus shelter standby unit list, performs deployment matching calculation according to the physical space parameters Ω (such as bearing capacity, access interface, power configuration, etc.) of the site point and the candidate module parameter set M (size, weight, function, etc.), and completes the deployment adaptability sorting through the response function During the compensation period, the bus shelters of the adjacent stations provide service capacity transfer through the ways such as increasing the broadcast volume, expanding the visual range of the information screen or service function expansion, the system generates the directionality gradient of the compensation service field C (x, y, t) according to the passenger gathering direction And judges the priority of the compensation behavior trigger, the above three types of behaviors are jointly driven through the joint control function:

[0048]

[0049] Wherein, Φ (t) is the system structure behavior activation function, representing the posture adjustment of the bus shelter module in the control period [t0, t1] comprehensive behavior response offset trend, α, β, γ are the weight coefficients of the posture adjustment, the module deployment adaptability and the compensation behavior respectively, the values can be dynamically adjusted according to the station level, the weather complexity, the passenger flow density, etc. to strengthen the priority of a certain behavior; the function expresses the behavior response process of the bus shelter module in the conversion of different working states, not only introduces the natural environment disturbance feedback into the module posture adjustment mechanism, but also realizes the intelligent matching between the standby module and the deployment constraint, and quickly completes the compensation path selection through the space gradient calculation in the case of service interruption, so as to realize the intelligent response, scheduling adaptability and redundancy coverage of the module behavior under the background of multi-factor interference.

[0050] During the posture adjustment of the bus shelter module, the multi-source perception and decision mechanism is introduced, the angle relationship between the wind direction and the passenger flow direction is monitored in real time, and the sun-shading overlap between the bus shelter groups is analyzed, so as to realize the active state switching and regional coordinated response of the module structure; specifically, the wind direction sensing unit and the passenger flow line capturing system are integrated in the bus shelter module, the air flow direction vector and the average motion vector of the crowd Calculate the included angle θ between the two WF When the included angle exceeds the set threshold of 45°-50° (i.e. significant cross-interference is formed), the system determines that the current bus shelter structure poses a risk of obstructing the passage of the crowd, and immediately triggers the structure to fold, i.e. the bus shelter part of the facade or the extension member will be recovered to the central axis, releasing the passage path and reducing the safety hazards caused by wind flow turbulence; in addition, to avoid the sun-shading efficiency redundancy between the bus shelter modules due to posture adjustment, the system also calls the projection distribution information of the sun-shading members of the surrounding bus shelters at the station, generates a sun-shading overlapping area distribution map, analyzes the gray weight and reconstructs the direction of the map, judges the illumination coverage saturation of the space where the current module is located at a specific angle, and adjusts the rotation angle or inclination amplitude of the sun-shading structure, preferably selects to deploy shielding in the non-overlapping area, improves the sun-shading efficiency and avoids resource waste. The adjustment process is a real-time dynamic behavior that continuously updates with changes in external environmental conditions and crowd flow trends.

[0051] The layout and scheduling process of the standby unit is adaptively simulated and state-selected managed to ensure that the system has high responsiveness and high deployment feasibility in the replacement layout triggering scenario. Before the standby unit is called, a round of on-site layout path adaptive algorithm needs to be executed, which combines the spatial layout map of the target layout point and the device structure parameters to sequentially simulate the accessibility and operability of the bus shelter standby unit in key stages such as device entry, horizontal rotation, space placement, and ground fixation. If any of the problems such as insufficient corner radius, installation posture interference, or insufficient foundation fixing surface occurs in the simulation path, the standby unit is marked as not passable for the current point, and its dispatching qualification is excluded. After the completion of this structure simulation link, the standby unit needs to pass at least one complete self-checking process, which includes lighting response (normal activation and brightness feedback of the lamp), power matching (matching of the type, voltage, and current stability of the on-site power supply with the device requirements), ground fixation (ground strength, bolt locking test results meet safety standards), and network connectivity (wireless or wired communication modules can handshake with the system main control platform and maintain stable transmission). Only when all self-checking items return qualified records, the standby unit can enter the dispatching pool. After the candidate standby unit enters the dispatching pool, the system will calculate the ratio based on the dispatching path distance of each unit (the total length of the transportation path from the current storage location of the standby unit to the target point) and the estimated time-consuming of installation completion (the estimated deployment time generated according to the structure complexity and environmental adaptation), and the smaller the ratio is, the smaller the priority is, which reflects the optimization goal of unit dispatching timeliness.

[0052] In the compensation response mechanism after the appearance of the kiosk functional interruption (such as construction transformation, temporary removal or system failure), the beam type information broadcast control and dynamic visual compensation means are adopted, which is oriented to the actual gathering direction of passengers, the directionality and recognizability of information transmission are enhanced to reduce the uncertainty and decision anxiety of passengers; specifically, the system first obtains the dominant direction vector of the current crowd gathering through the crowd flow tracking module, and after judging that the main service function of the kiosk is invalid, adjusts the emission angle and sound power distribution form of the broadcast equipment according to the direction, realizes directional beam control, that is, enhances the voice guidance signal in the passenger focus area and suppresses invalid diffusion in the unnecessary area, so as to improve the utilization rate of broadcast resources; at the same time, in order to improve the reading efficiency of visual information in the non-main station environment, the system calls the adaptive brightness adjustment mechanism of the information screen, and starts the local brightness gain strategy based on dynamic visual angle recognition during the compensation period. This strategy identifies potential visual blind areas by analyzing the standing angle of passengers on the spot, the distribution of obstacles and the environmental brightness contrast, and enhances the image brightness and contrast in the display angle corresponding to these areas to improve the reading clarity of information. In addition, considering the uncertainty of the choice problem faced by passengers in the functional interruption state, the system displays the queuing guidance information of the adjacent station (i.e. the compensation station) and the original main station in linkage and fusion, and displays the current vehicle arrival prediction, the number of passengers in line, the queuing order and other information of the two stations uniformly, so that passengers can obtain the service information of the two stations at any one station, and reduce the information fragmentation and selection anxiety caused by the loss of station function.

[0053] The intelligent visual compensation mechanism for improving the efficiency of visual information recognition, especially for the dynamic brightness adjustment of information screen in local light limited or complex environment of shelter, the identification method of visual blind area is based on the fusion modeling of light inverse projection and passenger standing behavior characteristics: the information screen emits simulated light beams to the surrounding space, and tracks its propagation path and reflection trajectory, combines the key geometric information of human standing point, shoulder width, head contour and other shielding detected by on-site camera or laser scanning module, constructs the shielding point cloud graph, and then maps these shielding elements and light projection path in reverse, generates a passenger visual shadow map covering the two-dimensional plane of space, which represents the visibility weakening area of information screen due to shielding or angle degradation in different directions. The system defines the brightness gain area boundary based on the shadow map, and only implements local brightness improvement within the range defined by the map to avoid the increase of energy consumption or visual fatigue caused by the overall screen over-lighting; in the brightness gain control strategy, the system constructs a hierarchical weight model based on the crowd focus level, that is, according to the passenger standing concentration, line of sight height distribution and visual angle offset range, the observation area of the information screen is divided into multiple visual priority sections, including the first visual angle section composed of upward angle (such as children or stand close) and normal angle (most adults front view), which is given the highest brightness weight to ensure clear information recognition; while the side view area and edge oblique view area with large angle relative to the screen are assigned lower weight, realizing the layer-by-layer decreasing brightness strategy from center to edge.

[0054] The dynamic visual information management and multi-channel beam broadcasting mechanism in the function-oriented interruption compensation scenario are introduced to improve the passenger's perception experience and guidance efficiency in the temporary lack of information service environment. The enhanced visual guidance information of the information screen during the compensation period uses a dynamic time window strategy for content management. The system sets a time threshold for passengers to stay at the main site. When a passenger stays at the main site for more than the set time (e.g., 3 minutes), the system considers that the passenger has obtained sufficient information or is in a waiting state. At this time, the display priority of the information screen in the area where the passenger is located will be reduced, thereby releasing visual resources for passengers entering the site area. This mechanism adjusts the transparency of the information layer, the content rotation frequency, and the image brightness to avoid the identification burden caused by visual information redundancy and improve the use efficiency and focus pointing effect of the information screen. In addition, the beam broadcasting information coverage scheme proposed in the compensation mechanism uses the directional speaker unit integrated in the main structure of the bus shelter as the main broadcasting channel, and deploys micro-broadcasters in the ground lamp pole, station light box, and other auxiliary facilities as secondary delay forwarding units to form a multi-level broadcasting network with a main-aid structure. In the long corridor space or in the presence of sound wave resonance attenuation scenarios, the system dynamically controls the start-stop state and signal delay rhythm of the broadcast according to the passenger aggregation direction and shielding layout, thereby forming a reasonable rhythm and clear direction sound wave compensation field in the auditory space, ensuring that passengers can still synchronize to obtain key information content even if they are located in the non-main bus shelter area.

[0055] Embodiment 1:

[0056] In combination with the accompanying Figure 4 In this embodiment, in the surrounding area of the core commercial district of a certain prefecture-level city, the municipal planning unit is preparing to implement a new round of intelligent modular bus shelter layout optimization. Since there are multiple trunk road nodes in this area, the traditional distribution method based on administrative division or uniform distribution cannot effectively cover the high variability of passenger flow distribution. Through the deployment of urban perception cameras and base station mobile signaling collection equipment in the main channel of passenger flow, 7-day continuous data collection is performed to record the passenger flow density change per unit time (5 minutes) and construct a passenger flow gradient change rate function:

[0057]

[0058] where P tG(t) represents the number of people at the tth time, and Δt = 5 min. When a rapid upward trend of G(t) > 12 people / min appears for three consecutive time periods (i.e. within 15 minutes), and the rise does not occur in the regular rush hour of weekdays (such as 7:30-9:00 in the morning and 17:00-18:30 in the evening), it is marked as a non-periodic abnormal crowd gathering event. In this case, on Thursday evening from 19:20 to 19:35, such abnormal changes occurred at the intersection of a secondary road near the entrance of a pedestrian street, and the three G(t) were 14.6, 16.2, and 15.4 people / min, which were much higher than the average gradient value of 3.1 people / min in the same time period in the surrounding area. The system listed it as a candidate high-tension initial deployment point.

[0059] Further, the system performs city road network backtracking analysis on the point to determine its belonging secondary intersection node type, i.e. it is a three-branch convergence point, 180 meters away from the main road intersection, connecting two pedestrian street entrances and a night market area, belonging to a non-main axis but having dynamic diversion capacity structure secondary core; according to the geographic information system (GIS) path tracing determination, the average daily people flow through the point is 7320 people / day, and the four-direction diversion structure is stable (the maximum and minimum diversion direction ratio is only 1.4), which is suitable as the starting anchor point for deployment in this method.

[0060] According to this, the system calls the module combination standard library, selects the combination of "night adjustable light information screen module + extended waiting sunshade wing + advertising interaction module" according to the characteristic parameters of the functional type of the region (business + night economy), commuting behavior (mainly non-commuting type occasional gathering), and traffic characteristics (lack of rail transit connection), and configures the medium-capacity commuting guidance information system. After the deployment is completed, the anchor point is used to perform topological staged deployment, and in the following week, the system expands three auxiliary deployment points based on service tension, and compensates the density in the area where the service overlap pressure of the adjacent nodes is less than 0.3 times per square meter.

[0061] The final measurement results show that compared with the traditional equidistant deployment scheme, this optimization method covers the original 3 people flow density overlap blind area, improves the night segment people flow service access rate by 12.8%, and reduces the waiting time by 4.2 minutes / person due to dynamic response configuration.

[0062] After completing the initial deployment of the first waiting shelter module, the staged service tension gradient deployment mechanism begins to take effect. The system calculates the service overlap pressure between each candidate deployment point and the existing waiting shelter based on the service capacity distribution of the deployed nodes and their surrounding areas, i.e. the overlapping service density per unit area caused by multiple site coverage. To quantify the degree of service redundancy and deficiency, the following calculation formula is defined:

[0063]

[0064] wherein p(x, y) represents the service overlap pressure of the coordinate (x, y) point, A is a unit analysis area (50 square meters), n is the number of bus shelters with coverage capacity for the point, w i is the service intensity weight of the i-th bus shelter (such as the people flow carrying capacity), f i (x, y) is the service function of the i-th bus shelter for the area (which can be a binary whether to cover or can be modeled according to distance attenuation). A threshold value built in the system is used to judge the interval 0.2-0.4 times / square meter as the benchmark. The area below the interval is regarded as the "service tension minimum area", that is, the area with the thinnest service supply, which is preferentially included in the next round of point deployment.

[0065] In this example, the system simulates the candidate area within 800 meters around the deployed point, and divides the entire range into 500 grid units for analysis. The center of the starting point is expanded in all directions, and the service weight from the current point is superimposed on each unit. After preliminary calculation, there is a service tension low-density area with an area of 120 square meters at about 260 meters in the south-west 30° area, with an average pressure of only 0.18 times / square meter, corresponding to about 3700 people per day and no existing bus shelter coverage. The system accordingly preferentially marks this area as the next stage of point deployment recommendation point.

[0066] In order to prevent over-deployment of points from causing resource waste and structural redundancy, a structural closure determination mechanism is introduced on this basis. In the above example, the first stage (point 1) to the third stage (point 3) is linearly extended, and point 4 and point 5 begin to form a closed loop trend. The system determines whether it constitutes a closed service loop network (i.e. the starting point = the ending point, and the total length of the path is less than 1.5 times the average service extension radius) through the path closure recognition algorithm of the graph structure. When the fifth point is deployed, a complete closed structure is formed in the area, and the system switches the strategy to turn the direction of the point to the southeast direction of the residential entrance area that has not been covered.

[0067] The final result is that a 5-node ring structure is formed in the first commercial sub-passage on the south side, the average service overlap pressure in the covered area rises from 0.12 to 0.36 times / square meter, the coverage blind area is reduced by 91.7%, and the tension recognition mechanism is dynamically operated in the non-closed area. Under the premise of not repeating coverage, the service tension is stably maintained in the target interval within two weeks.

[0068] Example 2:

[0069] In combination with the attached Figure 5 In this embodiment, a bus shelter A originally planned to be deployed in a certain urban street is temporarily removed due to city pipeline construction, and a replacement point and a compensation service mechanism need to be activated by the system.

[0070] Firstly, according to the field environment perception system, the bus shelter B (adjacent shelter) module perceives that the current light direction is 15° east by south, the wind direction is northwest, the wind speed is 4.5 m / s, and the simulated wind direction disturbance angle correction term is δ w (t) = 12° = 0.21 rad, the module self-adjusting posture angle θ(t) = 35° = 0.61 rad, and at this time the structure posture response term is calculated as:

[0071] sin(θ(t)+δ w (t)) = sin(0.61 + 0.21) = sin(0.82) ≈ 0.731

[0072] Setting the current weight α = 0.6, the structure response term is:

[0073] α·sin(θ(t)+δ w (t)) = 0.6 × 0.731 ≈ 0.4386

[0074] Secondly, the system calls the bus shelter standby module list M, including module types: M1 (light), M2 (medium), and M3 (heavy load), and evaluates the deployment point environment Ω, which is the corner of the sidewalk, the ground can bear no more than 400 kg, the space width is 1.8 meters, and the power supply interface is DC 12V. The module M1 parameters are weight 320 kg, width 1.6 meters, power supply DC 12V, and match the optimal. Set the inner product distance inverse function matching score:

[0075]

[0076] Combined with the deployment priority parameter β = 0.25, the matching mechanism score is:

[0077]

[0078] Thirdly, the function interruption activates the adjacent point compensation ability evaluation. Set the service coverage function as C(x, y, t), and estimate the gradient of the main station vacancy area in the direction of azimuth angle ξ = 45°. The historical data fitting compensation service ability gradient is:

[0079]

[0080] Set the behavior weight γ = 0.15, then the space compensation behavior score is:

[0081]

[0082] Integrate the above three items into the integral function of the system response activation function expression:

[0083] Φ(t) = 0.4386 + 0.21 + 0.1425 = 0.7911

[0084] The system accumulates the response trend to reach a high activation level in the current time period, thus determining to trigger the alternative module M1 deployment and dispatch it to approach B station to complete the installation task; at the same time, the bus shelter B temporarily increases its voice broadcast volume from the regular 65 dB to 75 dB, and expands the information screen brightness gain by 15% to fill the service gap after the main station A is removed. The system performs the next cycle of Φ(t) re-evaluation after deployment to determine whether to continue to maintain the compensation state or return to the normal configuration.

[0085] During the morning peak in this area (07:30), the system built-in crowd flow tracking module detects that the human flow density from southwest to northeast is 1.9 people per second, and the wind speed is 3.2 m / s, blowing from the northwest. At this time, the module perceives that the angle between the wind direction vector and the crowd flow vector is θ cross = 61°, which is greater than the set threshold of 50°. The system accordingly triggers the bus shelter B module to enter the "structure folding state", with the sunshade and the bus shelter fence part retracted to within 1.2 meters, releasing an additional 0.8-meter-wide passage to avoid congestion caused by the crowd detour. The system simultaneously starts the posture dynamic adjustment process, retrieves the sunshade overlap distribution map, and identifies that the sunshade projection overlap rate of B station and C station bus shelters in the current period (07:00-08:00) is 32%, while the overlap rate of D station and E station is 65%. Based on the sunshade overlap density heat map determination, the current shelter area will form a local visual obstruction to pedestrians on the west side of the main road, so the system adjusts the B shelter structure offset angle to θ = +18° south, reducing visual interference while maintaining light protection.

[0086] Before dispatching the standby bus shelter module M1, it needs to perform path layout adaptive simulation. The system first loads the target point terrain vector map, simulates the module transport lane (1.8 meters wide), rotation space (radius 1.2 meters), and fixed anchor point. The simulation display module M1 needs to adjust the angle within 4° at the approach turn to pass, meeting the "90 seconds in-place rotation" layout standard. At the same time, M1 records have a complete self-test record, with a lighting response time of 0.8 seconds, a power adapter compatible with DC12V, a ground anchor displacement tolerance of less than 5 millimeters, and a network connection delay of 13 ms, all meeting the qualification determination. Other modules M2 (transport path needs to reverse) and M3 (not completed ground anchor stability test) participating in this round of dispatch do not meet the pre-dispatch conditions.

[0087] The system determines the priority according to the priority sorting function:

[0088]

[0089] Where D path is the dispatch path length (meters), and T install is the estimated total installation time (seconds). The corresponding data for M1 is:

[0090]

[0091] M2 corresponds to path 131.4m, installation time is expected to be 910s, P=0.1444, M3 does not have scheduling qualification. Therefore, the system preferentially calls the M1 module, issues a scheduling instruction, and sets a deflector at the original B station to guide the flow of people to avoid.

[0092] The system captures the passenger gathering direction at the original A station through the ground visual analysis unit, and the main flow trend is 18° eastward from south to north. The compensation stations B and C are located at the northeast and northwest of the A point, respectively, and the system identifies the passenger gathering vector Based on the beam broadcasting algorithm, the phase difference of the B station broadcasting loudspeaker array is controlled to form an acoustic wave intervention path that maximizes the eastward propagation, and the micro-broadcasting nodes attached to the ground lamp poles are mobilized to perform compensation broadcasting within a 90ms delay window, so that the main sound beam propagation direction covers the original waiting area of the A point, filling the compensation band acoustic dead angle.

[0093] Subsequently, the system enters the information screen visual guidance compensation mechanism, and the visual area blind area detection is performed through the information screen at the top of the waiting shelter C. The camera array captures the average height of the passengers at 07:50 to be 1.68 meters, and the queue depth to be 3.5 meters. Combined with the current solar elevation angle of 38° and the screen inclination angle of 20°, the inverse projection modeling algorithm is used to perform ray path back calculation on each occluded body to form a visual blind area projection map. The system labels the blind area as a triangular area projection area of 0.72 square meters, and takes its boundary as a local brightness gain area. The system increases the screen brightness in this section by 28%, from the original 450 nits to 576 nits, effectively improving the reading clarity of observers in front of the side.

[0094] The system further constructs a hierarchical weight model based on the passenger focus level: the upward-looking area (head - upward 30° range) and the front-looking area (eye level ± 15°) are defined as the first-level viewing angle area, the weight is set to W1=1.0, the side-looking area (within 35°) is set to W2=0.6, and the rear-looking area is set to W3=0.3. The system allocates brightness gain ratios of +28% for the first-level area, +12% for the second-level area, and no adjustment for the third-level area, to ensure the priority visibility of the main reading angle.

[0095] In the queue guidance information merging link, the system integrates the passenger queue length data of the original A station, B station and C station. The 07:55 period statistics show that there are 23 people gathered in the original A station, 17 people in the B station and 12 people in the C station. The system sets the original A station as the logical main station and simultaneously publishes the content of “main station suspension, please queue according to the nearest station” through broadcasting and information screen. The information screen guidance area synchronously displays the estimated waiting time of the three stations: 3 minutes for the B station and 2 minutes for queue dissipation; 4 minutes for the C station and 1.5 minutes for queue dissipation. The system guides the 23 passengers to the B / C according to the nearest principle through dynamic indication arrow and color intensity gradient, reduces passenger selection anxiety and avoids safety hazards caused by disordered movement.

[0096] When the original bus shelter A is temporarily suspended due to city pipeline repair and the standby module M1 is still in remote scheduling, the system formally enters the function interruption compensation stage. The compensation strategy of the visual guidance information and the broadcasting beam involved in this stage is the key application of the dynamic time window and multi-level delayed broadcasting integrated mechanism. During the peak morning commuting period from 07:45 to 08:30, the system continuously monitors the number of passengers staying in front of the original A station. Based on the pedestrian detection algorithm and the time residence tracking model, 13 passengers are identified to have a continuous residence time exceeding the set threshold T=120 seconds. The system starts the information screen visual guidance priority reduction mechanism.

[0097] The mechanism adopts a dynamic time window function P(t)=P0·e -λ(t-T) where the initial priority P0=1.0 and the decay coefficient λ=0.015. When the passenger residence time t=180s, the visual priority of the information guidance area is:

[0098] P(180)=1.0·e -0.015·(180-120) =e -0.9 ≈0.4066

[0099] Therefore, the indication arrow and the queue shunting recommendation intensity of the information screen in the residence area decrease from the original 100% transparency to about 40%, and the visual focus is preferentially placed on the compensation guidance path with more people who have not stayed (such as the B and C station directions). In this way, the visual “fixation effect” caused by the long-time residence of some passengers is broken, and the crowd flow efficiency is improved.

[0100] Meanwhile, in order to solve the problem of insufficient sound wave broadcast caused by structural obstruction or noise interference in the narrow space of urban roads, the dual-channel coverage mechanism of synchronous beam broadcast is started. First, the main structure loudspeakers of the bus shelters B and C adjust the phase difference and sound pressure coverage angle when receiving the function interruption signal, forming a functionally overlapping beam; second, the system mobilizes two ground lamp pole micro-broadcasters deployed along the A site, which are located 12 meters and 26 meters away from the original A point respectively, with a device power of 15W and a maximum coverage radius of 6 meters. The signal propagation is forwarded with a 120ms delay window, so that the sound can form a progressive sound wave filling in the long corridor type street. The system matches the current environmental background noise of 68dB (near municipal construction), so the broadcast signal is amplified to 83dB output at the micro-broadcasters, ensuring the clarity of information transmission.

[0101] The comprehensive operation of the sound wave coverage overlap rate R of the region s :

[0102]

[0103] That is, the effective overlap rate of sound waves on the compensation path reaches 70%, effectively covering the original bus stop, both sides of the sidewalk and the blind area channel of the main station, realizing the complete visual-auditory-behavioral guidance link.

[0104] The above shows and describes the basic principles, main features and advantages of the present application. Those skilled in the art should understand that the present application is not limited to the above examples, and the above examples and descriptions in the specification are only to illustrate the principles of the present application. Without departing from the spirit and scope of the present application, various changes and improvements can be made to the present application, and these changes and improvements all fall within the scope of the present application. The scope of protection of the present application is defined by the appended claims and their equivalents.

Claims

1. An optimization method for the layout of modular bus shelters, characterized in that... include: In the urban road network, locations with pedestrian confluence characteristics are identified as the starting points for the first batch of bus shelters; Based on the commuting behavior, usage frequency, and traffic service characteristics of the area where the starting location is located, a suitable combination of bus shelter modules for that area is determined, and a module configuration standard is established to guide the selection of modules for subsequent areas. Based on the starting location, the deployment of bus shelters will be gradually expanded to the surrounding areas according to the connection relationship of the urban spatial structure. The deployment of bus shelters will be carried out in stages, and it will be ensured that the service range and traffic connectivity of each newly added site will be consistent with the previous sites. During the deployment of bus shelters, based on the actual spatial dimensions, environmental conditions, and usage requirements of each candidate site, bus shelter modules with adjustable structures are selected from a pre-set module library. When deployed bus shelters are demolished or their functions are interrupted due to construction or urban redevelopment, the configuration or density of adjacent bus shelters is adjusted, or alternative deployment suggestions are generated, based on the connection relationships between the sites and the distribution of service areas.

2. The method for optimizing the layout of modular bus shelters according to claim 1, characterized in that... The identification of the location of the pedestrian flow convergence features includes the detection of non-periodic abnormal crowd gatherings, wherein the abnormality is determined based on the abnormal increase in the rate of change of pedestrian flow gradient over a continuous time period; wherein the initial deployment includes backtracking of secondary convergence nodes in the urban road system.

3. The method for optimizing the layout of modular bus shelters according to claim 1, characterized in that... During the phased implementation of the bus shelter deployment process, each newly added deployment point is calculated based on the service tension gradient. The tension measures the service overlap pressure between the current deployment points, and the deployment points are expanded in the area with the least tension. The phased deployment strategy includes a structural closure determination mechanism. When deployment in a certain area forms a completely closed loop path, deployment will switch to other areas to prevent redundancy.

4. The method for optimizing the layout of modular bus shelters according to claim 3, characterized in that... The service overlap pressure is the weighted density of the number of times multiple sites cover a unit area. When the value is lower than the preset threshold of 0.2-0.4 times / square meter, it is determined to be the area with the least service tension, and the next bus shelter deployment operation is performed in the area first.

5. The method for optimizing the layout of modular bus shelters according to claim 1, characterized in that... The bus shelter module has the ability to dynamically adjust its posture, adjusting the offset angle of the module structure according to the direction of on-site lighting, wind direction, and spatial orientation; after the alternative deployment suggestion is generated, the system will retrieve the list of spare bus shelter units and match them with on-site constraints; the compensation scheme after the function is interrupted includes temporary compensation by expanding the service range of adjacent bus shelter modules, increasing the broadcast volume, or increasing the visual range of the information screen.

6. The method for optimizing the layout of modular bus shelters according to claim 5, characterized in that... During the posture adjustment process, when the wind direction and the direction of crowd flow form an interference angle greater than 45°-50°, the bus shelter module enters a retracted state to give way to the passage. The posture adjustment of the bus shelter module is dynamically adjusted according to the distribution map of the overlapping shading areas of other bus shelters around the current station.

7. The method for optimizing the layout of modular bus shelters according to claim 6, characterized in that... Before deployment, the backup unit must undergo a round of on-site deployment path adaptive algorithm to simulate whether the equipment entry, rotation, and fixing stages can be completed within the target location, in order to determine whether to release it for scheduling. The backup unit must meet at least one self-inspection qualification record before entering the scheduling pool, including lighting response, power matching, ground fixation, and network connectivity, in order to participate in the alternative deployment. The backup units are prioritized according to the ratio of scheduling path distance to the estimated installation completion time.

8. The method for optimizing the layout of modular bus shelters according to claim 7, characterized in that... During the compensation period following the functional interruption, directional beam control is performed according to the direction of passenger gathering; the visual range of the information screen during the compensation period is expanded by dynamically identifying blind spots in the viewing angle and performing local brightness gain; during the compensation phase, neighboring stations merge the queuing guidance information of the main station and the compensation station to reduce passenger anxiety when station functions are missing.

9. The method for optimizing the layout of modular bus shelters according to claim 8, characterized in that... The visual blind spot recognition is based on the back projection path of the information screen light combined with the human body occlusion point modeling to form a passenger visual field shadow map, and the shadow map is used as the boundary of the brightness gain area; the local brightness gain of the information screen is constructed according to the crowd focusing level to build a hierarchical weight model, which prioritizes the enhancement of the first viewing area including the upward / frontal viewing area, and gradually decreases to the side viewing area.

10. The method for optimizing the layout of modular bus shelters according to claim 8, characterized in that... The enhanced visual guidance information displayed on the information screen during the compensation period has a dynamic time window strategy. When passengers stay in front of the main station for more than a set time, the priority of the area information display will be reduced. The beam broadcast information includes delayed forwarding through the main structure of the waiting shelter and through miniature broadcasters deployed on ground light poles, so as to fill the corridor-shaped space with sound wave compensation.

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